Knorr-bremse Systeme Fuer Nutzfahrzeuge Gmbh

Voith Patent Gmbh

Voith Turbo Gmbh Co. Kg

Werner Koch

Johann Baumgartner

Alexander Werth

Dieter Laukemann

Achim Menne

Werner Klement

Martin Becke

Robert Theil

Tilman Huth

Falk Hecker

Wolfgang Pahle

Werner Adams

Tobias Schoefberger

Jens Fricke

Mathias Mayr

Andreas Petschke

Christian Stoeger

Alexander Asen

Markus Molnar

Igor Nesmjanowitsch

Rolf Brockmann

Julian Cato Dahlenburg

Michael Hacklberger

Matthias Adelung

Franz Brenner

Philipp Krauss

Dimitrij Habermann

Christoph Kaiser

Stephan Kotteder

Gregor Polifke

Markus Gerhardinger

Tobias Schöfberger

Christian Stöger

Julian Dahlenburg

Paul Haberl-GÜNTHNER

Werner Prof Klement

Oliver Hinrichs

A disc brake and a brake lining for a commercial vehicle are provided. The disc brake includes a brake caliper on a stationary brake carrier and straddling a brake disc. The brake carrier has at least one brake lining space, in particular two brake lining spaces, each of which is delimited by lateral brake carrier lugs and accommodates a brake lining. At least one respective dimensionally stable blocking element is provided as a counter bearing against the insertion direction of the brake pads. The blocking elements are supported on the brake pads and/or or the brake carrier and are held on the brake carrier and/or on the brake pads.

Disc brake for a commercial vehicle

The invention relates to a disk brake for a utility vehicle, comprising a brake caliper, which extends over a brake disk and which is slidably held on at least one guide bar, which is connected to a stationary brake bracket by means of a screw, wherein the screw is fed through the guide bar, is designed in such a way that the guide bar has impressing elements, which are formed on the end face of the guide bar that lies against the brake bracket, at least in a circumferential and/or radial partial region, which impressing elements engage into the brake bracket in an impressed manner in such a way that an interlocking connection and/or a frictional connection is formed.

Disk brake for a utility vehicle

A method is provided for increasing the operational safety of at least one thermally stressed functional part of at least one vehicle brake, in particular of a commercial vehicle and/or a trailer, and/or for reducing brake wear and/or drive power, wherein the method has the following steps: inputting a temperature signal of the at least one brake, which temperature signal represents at least one temperature of the brake and/or of a functional part of the brake detected by at least one sensor, and inputting a brake request signal and/or brake pressure signal for the at least one brake; determining a thermal error condition by using the temperature signal and the brake requirement signal and/or brake pressure signal; and providing an adapted brake requirement signal and/or adapted brake pressure signal using the determined thermal error condition in order to increase the operational safety of the at least one functional part of the at least one vehicle brake exposed to thermal stress, and/or to reduce the brake wear and/or the drive power.

Method for increasing the operational safety of functional parts of a vehicle brake exposed to thermal stress

In a method for avoiding an overheating of a brake of a vehicle, in particular of a commercial vehicle and/or a trailer, a first temperature signal and at least a second temperature signal are read in, with the first temperature signal representing a temperature of the brake and/or of a functional part of the brake, and the at least second temperature signal representing at least one additional temperature of at least one additional brake of the vehicle. An error state of the brake is detected using the first temperature signal and the second temperature signal in order to avoid an overheating of the brake. A control device for carrying out the method is also disclosed.

Method and control device for avoiding an overheating of a brake of a vehicle

The invention concerns a hydrodynamic retarder The invention is characterised in that the control device when closing the separating clutch detects the run-up behaviour of the secondary side of the separating clutch and/or of the rotor via at least one associated sensor or defines the run-up behaviour from at least one input value supplied thereto and according to the run-up behaviour initiates either the continuous closing of the separating clutch for slip bridging between the primary side and the secondary side for accelerating the rotor or the interruption of the closing process of the separating clutch.

Disconnectable hydrodynamic retarder and method for controlling same

A motor vehicle drive train including a hydrodynamic retarder () that comprises a revolving bladed impeller () and a stationary or counter-rotating bladed turbine () which jointly form a working chamber () that can be filled with a working medium to switch on the retarder () is disclosed. The hydrodynamic retarder () can be mechanically disengaged from the drive train by a disconnect clutch (). A fill level monitoring device () can detect the current fill level of the working medium in the working chamber (), while a disconnect clutch-blocking device () is effectively connected in a communicating or mechanical manner to the fill level monitoring device () and prevents the disconnect clutch () from engaging in accordance with the detected fill level.

Motor vehicle drive train comprising a hydrodynamic retarder that can be disengaged, and control method therefor

There is provided a method for controlling a hydrodynamic retarder. The method includes determining a presence of a retarder switch-off request, and keeping a separating clutch closed, after the determining, for a preset time span and emptying a working chamber of the hydrodynamic retarder of a working medium by continuous actuation of a rotating bladed rotor and interruption of infeed of the working medium into the working chamber. The method further included varying the preset time span according to at least one of the following parameters or at least one parameter correlated with one of the following parameters: a rotational speed of the rotating bladed rotor, an output pressure, against which the working medium is emptied from the working chamber, a filling level of the working chamber with the working medium, a temperature of the working medium, and a braking torque of the hydrodynamic retarder.

Method for controlling a hydrodynamic retarder which can be disengaged mechanically via a separating clutch

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Deggingen, Germany

Werner Koch