TECHNICAL FIELD AND BACKGROUND

The present disclosure relates to an electric brake system, method of controlling the system, controller or software for such system, and vehicle comprising the brake system.

Brake-by-wire is typically used to denote a braking system in which the actuation and transmission devices are decoupled from each other. In a conventional hydraulic brake system, the brake pedal is the actuator and the hydraulic is the transmission device. Here, a distinction is made between the electrohydraulic brake, electro-pneumatic brake (in trucks) and the electric brake. Only the omission of the hydraulic or pneumatic makes the brake a real, so-called "dry" brake-by-wire application, since no fluid technology systems are used here. One reason for wanting to use this technology may be the slowness of currently used media in a brake system. With the help of pure electromechanical solutions, shorter response times may be achieved, which may also be reflected in the achievable braking distances. Another advantage may be a more favorable manufacturability of the brake-by-wire technology, since components in use in hydraulic systems such as a master cylinder, brake booster and brake modulation are expensive to make, in comparison.

An electric vehicle brake typically has an electromechanical actuation device, with which a friction brake lining can be pressed for braking against a brake body that is fixed against relative rotation to a vehicle wheel. The brake body is typically a brake disc or a brake drum. The actuation device typically has an electric motor and a rotation-to-translation conversion gear that converts a rotary driving motion of the electric motor into a translational motion for pressing the friction brake lining against the brake body. Worm gears, such as spindle gears or roller worm drives, are often used as rotation-to-translation conversion gears. It is also possible to convert the rotary motion into a translational motion by means of a pivotable cam, for instance. A step-down gear, for instance in the form of a planetary gear, is often placed between the electric motor and the rotation- to-translation conversion gear. Self-boosting electromechanical vehicle brakes have a self booster that converts a frictional force, exerted by the rotating brake body against the friction brake lining that is pressed for braking against the brake body, into a contact pressure, which presses the friction brake lining against the brake body in addition to a contact pressure that is exerted by the actuation device. Wedge, ramp, and lever mechanisms can be used for the self boosting.

There remains a desire to improve safety and efficiency of electric brake systems

SUMMARY

Aspects of the present disclosure relate to an electric brake system. A brake mechanism is configured to apply braking to a wheel of a vehicle, or release braking of the wheel, depending on a mechanical state of the brake mechanism. An electric brake motor is configured to transduce electrical power into mechanical power. A brake transmission is configured to transmit the mechanical power from the electric brake motor to the brake mechanism. The brake transmission comprises a self-locking mechanism configured to maintain the mechanical state of the brake mechanism in absence of the electrical power to the electric brake motor. A primary gear is operationally connected to rotate with the brake transmission. While braking is applied to the wheel via the brake transmission the primary gear is rotated in a brake applying direction. While braking of the wheel is released, the primary gear is rotated in an opposite, brake releasing direction. A safety braking release unit is configured to operate in different states. In a (default) deactivated state the release unit does not operationally engage the primary gear. In an activated state the release unit is configured to operationally engage and rotate the primary gear in the brake releasing direction until a safe-state position is reached in which the braking is deactivated.

A self-locking mechanism can be understood as a mechanism configured to lock against release of the braking in absence of electrical power to the brake motor. For example, the brake mechanism is locked in position after applying torque in the brake releasing direction, and maintains the braking of the vehicle without requiring continued powering of the electric brake motor. Advantageously this may conserve energy in the electrical system. However, the inventors recognize that such self-locking mechanism can also be problematic, e.g. in case of failure in the brake motor or the control thereof. By providing a safety braking release unit that can operate independent of the brake motor and/or the (primary) brake controller, this secondary unit can restore a safe-state of the system, e.g. by forcibly releasing the braking of the wheel independent of the (primary) brake motor and/or its controller. Additionally, by having the release unit disengaged from the primary gear in its deactivated state, drag of the release unit on brake transmission can be alleviated. For example, an actuating member of the release unit is operable to actuate the primary gear when the release unit is in the activated state, whereas the actuating member is physically or mechanically disengaged from the primary gear when the release unit is in the deactivated state. In other words, the actuating member of the release unit can be selectively disconnected from the primary gear, so the actuating member is not affected by rotation of the primary gear in the deactivated state of the release unit. This may save further energy and prevent (mechanical) wear. For example, providing the release unit with a secondary gear that is only partially teethed, can provide a relatively simple and robust mechanism which can rotate the primary gear in case of emergency while otherwise staying disengaged. BRIEF DESCRIPTION OF DRAWINGS

These and other features, aspects, and advantages of the apparatus, systems and methods of the present disclosure will become better understood from the following description, appended claims, and accompanying drawing wherein:

FIG 1 illustrates an electric brake system;

FIGs 2A and 2B illustrate a set of gears involved in emergency brake release.

DESCRIPTION OF EMBODIMENTS

Terminology used for describing particular embodiments is not intended to be limiting of the invention. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. The term "and/or" includes any and all combinations of one or more of the associated listed items. It will be understood that the terms "comprises" and/or "comprising" specify the presence of stated features but do not preclude the presence or addition of one or more other features. It will be further understood that when a particular step of a method is referred to as subsequent to another step, it can directly follow said other step or one or more intermediate steps may be carried out before carrying out the particular step, unless specified otherwise. Likewise it will be understood that when a connection between structures or components is described, this connection may be established directly or through intermediate structures or components unless specified otherwise.

The invention is described more fully hereinafter with reference to the accompanying drawings, in which embodiments of the invention are shown. In the drawings, the absolute and relative sizes of systems, components, layers, and regions may be exaggerated for clarity. Embodiments may be described with reference to schematic and/or cross- section illustrations of possibly idealized embodiments and intermediate structures of the invention. In the description and drawings, like numbers refer to like elements throughout. Relative terms as well as derivatives thereof should be construed to refer to the orientation as then described or as shown in the drawing under discussion. These relative terms are for convenience of description and do not require that the system be constructed or operated in a particular orientation unless stated otherwise.

FIG 1 illustrates an electric brake system 100. As described herein, the brake system 100 comprises or couples to an electric brake motor 12 which transmits mechanical energy to a brake mechanism 40 via a brake transmission 30. Typically, the electric brake motor 12 is configured to transduce electrical power into mechanical power. An electric motor is understood as a machine that converts electrical energy into mechanical energy. For example, the electric motor operates through interaction between the motor's magnetic field and electric current in a wire winding to generate force in the form of rotation of an output shaft.

In some embodiments, the system comprises or couple to a brake mechanism 40 configured to apply braking to a wheel of a vehicle, or release braking of the wheel, depending on a mechanical state of the brake mechanism 40. For example, the mechanical state of the brake mechanism 40 may vary anywhere between a (maximum) braked state, and a (fully) released state in which no braking is applied, or intermediate states in which at least some braking is applied.

Typically, a brake transmission 30 is configured to transmit the mechanical power from the electric brake motor 12 to the brake mechanism 40. In a preferred embodiment, as described herein, the brake transmission 30 comprises a self-locking mechanism. For example, the locking mechanism is configured to maintain the mechanical state of the brake mechanism 40 in absence of the electrical power to the electric brake motor 12. In some embodiments, self-locking occurs when the brake transmission is in a static state - i.e. not moving. For example, , the brake transmission comprises a worm gear. Without being bound by theory, as long as a coefficient of friction between the gear and the worm is larger than the tangent of the worm’s lead angle, the worm gear can be considered self-locking and will not back drive. Of course also other self-locking mechanisms can be used.

In one embodiment, the brake system comprises a piston-type mechanism, but also other mechanism may be used. Typically, the brake transmission comprises a set of gears which are operationally connected to an output axle of the brake motor 12. In some embodiments, gears in the brake transmission are configured to drive a spindle which is housed in a spindle nut to move a piston. In one embodiment, the piston in turn is guided, e.g. by guide pins to drive the opening and closing movements of a caliper 41 which can be considered part of the brake mechanism 40. For example, the caliper is fitted with two opposing brake pads. The mechanical energy which is transmitted via the brake transmission 30 to the brake mechanism 40 is thus ultimately used to drive the two braking pads closer to each other to perform or activate a braking operation, and apart from each other to release of deactivate a braking operation. In some embodiments, the caliper 41 is fixed to a bracket by which the caliper 41 is, e.g., suspended over a brake disc 42 of a wheel such that the brake disc is provided between the pads of the caliper. For example, the brake disc 42, is connected to at least one wheel of the vehicle, e.g. on a wheel axle directly connected to the wheel and brake disc.

In some embodiments, e.g. as shown, a primary gear 11 is operationally connected to rotate with the brake transmission 30. For example, while braking is applied to the wheel via the brake transmission the primary gear 11 is rotated in a brake applying direction “C”. For example, while braking of the wheel is released, the primary gear 11 is rotated in an opposite, brake releasing direction “D”. In a preferred embodiment, a safety braking release unit 20 is provided. Most preferably, the release unit is capable of operating (by default) in a deactivated state. In this state the release unit 20 does not operationally engage the primary gear 11. Additionally, or alternatively, the release unit can preferably be activated, e.g. in case of emergency. When activated the release unit 20 is preferably configured to operationally engage and rotate the primary gear 11 in the brake releasing direction “D”. This rotation may e.g. continue until a safe-state position is reached in which the braking is deactivated.

In some embodiments, the release unit 20 comprises a release motor 22 configured to actuate a secondary gear 21 to rotate. Preferably, the secondary gear 21 rotates around a second axis B, parallel and adjacent a first axis A around which the primary gear 11 rotates. For example, FIG 2A illustrates a secondary gear 21 of a release unit disengaged from a primary gear 11 operationally connected to a brake transmission of the brake system 100. For example, FIG 2B illustrates the gears engaging each other when the secondary gear 21 rotates to release a brake mechanism 40 of the brake system 100.

In a preferred embodiment, the primary gear 11 is fully teethed lit around its whole circumference while the secondary gear 21 is partially teethed 21t around only a portion 21a of its circumference. In some embodiments, in the deactivated state, the secondary gear 21 and the primary gear 11 are disengaged. For example, this is effected by the release unit 20 keeping the secondary gear 21 at an angle at which a portion of the circumference of the secondary gear 21 without teeth faces the primary gear 11. In other or further embodiments, in the activated state, the release unit 20 is configured to rotate the secondary gear 21. This cause (periodical) engagement between the partially teethed portion of the secondary gear 21 with the fully teethed circumference of the primary gear 11. In this way the primary gear 11 can be rotated in the brake releasing direction “D”, e.g. until the safe- state position is reached. In some embodiments, the self-locking mechanism in the brake transmission 30, or elsewhere, may keep the brake mechanism 40 locked in a brake state absent energizing the electric brake motor 12 but release the locking when the release motor 22 is energized. As will be appreciated using a combination of fully and partially teethed gears can provide a simple mechanism which can be easily engaged or disengaged depending on an angle or rotation of the partially teethed gear. While this mechanism provides a most simple and elegant solution, also other mechanisms can be envisaged. For example, another possible mechanism (not shown) comprises a fully teethed secondary gear which is translated to engage or disengage the primary gear, e.g. by shifting a position of the secondary gear along its axis, or radially.

In some embodiments, the system comprises or is (electrically) connected a control system 50 which may affect an operational of the brake motor 12 and/or release motor 22. In one embodiment, a secondary controller 50b is configured to switch the release unit 20 from the deactivated state to the activated state upon receiving of a trigger.

Typically, the secondary controller 50b is configured to be triggered in response to a failure in the brake system 100. For example, the trigger is responsive to a failure in a primary controller 50a controlling the electric brake motor 12, wherein the secondary controller 50b of the release unit is configured to operate independent of the primary controller 50a .

Preferably, the brake system 100 is controlled as a brake-by-wire system, e.g. without hydraulics. In one embodiment, the control system 50 is configured to monitor an electrical brake signal depending on the state of a brake pedal in the vehicle. For example, when a brake signal is received indicating that the brake pedal is pressed down, the brake motor 12 may rotate its output shaft in one direction (causing the primary gear 11 to be rotated in the brake applying direction “C”). For example, when a release signal is received indicating that the brake pedal is released, the brake motor 12 may rotate its output shaft in another direction (causing the primary gear 11 to be rotated in the brake releasing direction “D”).

In some embodiments, the brake system includes a diagnostic unit configured to a detect failures in the brake system. The diagnostic unit can be considered as part of the control system 50, e.g. part of the secondary controller 50b, or separate. For example, in response to a detected failure, the diagnostic unit may send a trigger to activate the release unit 20. In one embodiment, detected failures may include one or more of a failure of the brake motor 12, failure in a primary controller 50a of the brake motor 12, a software failure, and/or an electrical connection failure. Of course also other types of failures can be envisaged. In one embodiment, when a release signal is received by the control system 50, and it is detected that the brake motor 12, for whatever reason does not cause the brake mechanism 40 to be released, a trigger is sent to the release unit 20 to rotate the release motor 22 in an emergency release direction until a safe-state is reached.

In a preferred embodiment, the release motor is also an electric motor. In some embodiments, the release motor 22 may have other, e.g. fewer, capabilities compared to the (primary) brake motor 12. In some embodiments, the release motor 22 is only configured to rotate in an emergency release direction “E” (e.g. shown in FIG 2B) causing the primary gear 11 to rotate in the brake releasing direction “D”. For example, the release motor 22 can be a unidirectional motor that is used only in case of emergency for releasing the brake when the brake motor 12 should fail. In other or further embodiments, the release motor 22 is a less powerful motor. For example, an output shaft of the release motor 22 is capable of a first maximum torque, and an output shaft of the brake motor 12 is capable of a second maximum torque. In one embodiment, the first maximum torque is smaller than the second maximum torque. In some embodiments, the torque is increased in a transmission path between the release motor 22 and the brake transmission, e.g. primary gear 11. For example, the maximum torque of the release motor 22 is increased by the transmission between the secondary gear 21 to the primary gear 11, or in a transmission path before the secondary gear 21.

In one embodiment, the secondary gear 21 is directly attached to an output shaft of the release motor 22. Advantageously this may simplify construction and alleviate chance of mechanical failure. In another or further embodiment, the primary gear 11 has a larger outer diameter than the secondary gear 21, e.g. by at least a factor one-and-half, two, or more. The higher the ratio of diameters, the more the torque can be increased exerted by the secondary gear 21 on the primary gear 11 (and the brake transmission connected thereto).

Once the release unit 20 is activated, it can start rotating the secondary gear 21 in the emergency release direction “E” until it can go no further, e.g. when the brake mechanism 40 is fully released. However, the forcible stop may cause damage to the system. Accordingly, it is preferred that the release motor 22 is configured to switch back from the activated state to the deactivated state upon detection of a stop signal, e.g. detected by means the secondary controller 50b from the release motor 22. In one embodiment, the stop signal is provided when a full release of braking is detected based on a value indicative of an electrical current drawn by the release motor 22 in the activated state. This can provide a relatively simple detection mechanism. Of course also other or further ways can be envisaged to monitor the release of the brake mechanism, one or more dedicated sensors that detect the release.

In principle the primary gear 11 can be connected anywhere to the brake transmission, or even be formed by a transmission gear which is part of the brake transmission transmitting the mechanical power from the electric brake motor 12 to the brake mechanism 40. Preferably though, the primary gear 11 is directly connected to an output shaft of the electric brake motor 12. Advantageously, this can provide a simple construction with minimal adaptation in the rest of the system. Most preferably the primary gear 11 is arranged on an outer runner ring of the motor. This may leave the output shaft of the brake motor 12 free to directly engage one or more gears of the brake transmission.

The construction as described herein may allow an advantageous placement of the two motors. Preferably, the release motor 22 is arranged directly adjacent the electric brake motor 12. This can have various advantages, e.g. maintenance and/or electrical connections to the motors. In a preferred embodiment, the release motor 22 and the electric brake motor 12 are electrically connected to an adjacent (integrated) controller system 50 including a primary controller 50a for controlling the electric brake motor 12 and a secondary controller 50b for controlling the release motor 22. Preferably, the (independently operably) primary and secondary controllers are disposed on a common circuit board forming an integrated or separated control system 50 adjacent the two motors.

In some embodiments, the release motor 22 has a higher maximum revolutions per unit time than the brake motor 12. This can allow a relatively fast release of the braking in case of emergency, e.g. providing similar performance as the primary brake motor 12 despite the release motor 22 having lower torque. Additionally, or alternatively, it will be appreciated that a release time of the braking mechanism may depend on the number of teeth on the secondary gear 21, e.g. compared to the number of teeth on the primary gear 11. For example, having more teeth on the secondary gear 21 may provide more rotation of the primary gear 11 for each rotation of the secondary gear 21. Preferably, therefore, at least fifty percent of a circumference of the secondary gear 21 is teethed (e.g. over an arc length of one hundred and eighty degrees), preferably at least sixty percent, or even more than seventy or eighty percent. The higher the portion of the circumference provided with teeth 2 It, the more effective each rotation of the secondary gear 21 may move the primary gear 11. On the other hand, there has to be a sufficient portion of the secondary gear circumference without teeth, e.g. to allow disengagement between the gears when the release unit 20 is not active. In some embodiments, thus less than ninety percent of the circumference on the secondary gear 21 is teethed, preferably less than eighty percent. The larger the portion without teeth, the easier it is to avoid inadvertent engagement between the gears when the release unit 20 is inactive.

Some aspects of the present disclosure can be embodied as a method of controlling a brake system, e.g. as described herein. Some embodiments comprise receiving a trigger indicating a failure in part of the brake system. Other or further embodiments comprise activating the release unit 20, e.g. responsive to the trigger. When activated, the release unit 20 may cause the primary gear 11 to be rotated in the brake releasing direction “D”. Some aspects of the present disclosure can be embodied as control system 50, e.g. for the brake system as described herein. For example, the controller is configured to perform the methods described herein. Other or further aspects can be embodied as a (non-transitory) computer-readable medium storing instructions that, when executed by the controller, cause the brake system to perform operational acts as described herein.

Aspects of the disclosure can also be embodied as a vehicle with the brake system. Preferably, the vehicle includes at least two, preferably four, brake systems as described herein. Most preferably each system is configured to (independently) perform the method as described herein, including independent release of a respective brake mechanism in case of failure to that specific brake system. Accordingly, when the brake system of one wheel fails, this system can be released while the vehicle can still be braked using the brake system of the other wheel(s). As will be appreciated, vehicle with a single locked brake system on one wheel may be more hazardous than a single released brake system in the vehicle still having at least one other brake system available. In interpreting the appended claims, it should be understood that the word "comprising" does not exclude the presence of other elements or acts than those listed in a given claim; the word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements; any reference signs in the claims do not limit their scope; several "means" may be represented by the same or different item(s) or implemented structure or function; any of the disclosed devices or portions thereof may be combined together or separated into further portions unless specifically stated otherwise. Where one claim refers to another claim, this may indicate synergetic advantage achieved by the combination of their respective features. But the mere fact that certain measures are recited in mutually different claims does not indicate that a combination of these measures cannot also be used to advantage. The present embodiments may thus include all working combinations of the claims wherein each claim can in principle refer to any preceding claim unless clearly excluded by context.