Abstract: An electromechanical brake actuator (102, 202, 302, 402) for a brake has a cam disc (108, 108?, 108?, 208, 308, 408) and a brake plunger (114, 214, 314) for actuating a brake lever (358). The cam disc (108, 108?, 108?, 208, 308, 408) and the brake plunger (114, 214, 314) have contact surfaces in contact with one another for directly transmitting a drive torque. The contact surface of the cam disc (108, 108?, 108?, 208, 308, 408) extends at a distance r about the pivot point D, which is defined as a function r(?) with a change rate r?(?) and depends on the angular position ? of the cam disc (108, 108?, 108?, 208, 308, 408). The contact surface is configured to effect non-linear transmission between the drive torque of the cam disc (108, 108?, 108?, 208, 308, 408) and the force transmitted to the brake plunger (114, 214, 314).

Abstract: A method for controlling, via a trailer vehicle configured to be coupled to a towing vehicle with an electric drive, the electric drive of the towing vehicle includes receiving, via a trailer brake control unit of the trailer vehicle, a current accelerator pedal position from the towing vehicle. The method further includes generating a control signal for the electric drive with the trailer brake control unit depending on the received current accelerator pedal position and controlling the electric drive with the generated control signal.

Abstract: An electromechanical brake actuator (100) is configured to move a service-brake rod (104) between a full-braking position (BP) and a drive position (DP). A parking-brake rod (112) is coupled to the service-brake rod and is movable between a first position (P1) for locking the service-brake rod (104) in the full-braking position (BP), and a second position (P2) where the service-brake rod (104) is free to be moved. A spring element (116) coupled to the parking-brake rod is arranged so that in a fully-compressed state (CS) the parking-brake rod is in the second position, and in a fully-released state (RS) the parking-brake rod is in the first position. A hydraulic unit (118) is operatively coupled to the parking-brake rod and configured, based on a parking-brake signal, to lock the parking-brake rod or allow a release of the spring element to the fully-released state.

Abstract: An electromechanical brake actuator (100) is configured to move a service-brake rod (104) between a full-braking position (BP) and a drive position (DP). A parking-brake rod (112) is coupled to the service-brake rod and is movable between a first position (P1) for locking the service-brake rod (104) in the full-braking position (BP), and a second position (P2) where the service-brake rod (104) is free to be moved. A spring element (116) coupled to the parking-brake rod is arranged so that in a fully-compressed state (CS) the parking-brake rod is in the second position, and in a fully-released state (RS) the parking-brake rod is in the first position. A hydraulic unit (118) is operatively coupled to the parking-brake rod and configured, based on a parking-brake signal, to lock the parking-brake rod or allow a release of the spring element to the fully-released state.

Abstract: An electromechanical brake actuator (102, 202, 302, 402) for a brake has a cam disc (108, 108?, 108?, 208, 308, 408) and a brake plunger (114, 214, 314) for actuating a brake lever (358). The cam disc (108, 108?, 108?, 208, 308, 408) and the brake plunger (114, 214, 314) have contact surfaces in contact with one another for directly transmitting a drive torque. The contact surface of the cam disc (108, 108?, 108?, 208, 308, 408) extends at a distance r about the pivot point D, which is defined as a function r(?) with a change rate r?(?) and depends on the angular position ? of the cam disc (108, 108?, 108?, 208, 308, 408). The contact surface is configured to effect non-linear transmission between the drive torque of the cam disc (108, 108?, 108?, 208, 308, 408) and the force transmitted to the brake plunger (114, 214, 314).

Abstract: The disclosure relates to an electromechanical disk brake having a parking brake actuator for motor vehicles. Parking brake actuators are used to prevent a vehicle from rolling away from the stationary state. In conventional disk brakes, a brake cylinder which is assigned to the disk brake is generally equipped with a mechanically actuated parking brake function. At the same time, the principle of the parking brake function used in a conventional disk brake cannot be used. It is an object of the disclosure to provide an electromechanical disk brake having a parking brake actuator, which is cost-effective and needs little construction space. The object can, for example, be achieved via an electromechanical disk brake having a parking brake actuator embodied as an electromagnetic linear drive.

Abstract: A method for controlling, via a trailer vehicle configured to be coupled to a towing vehicle with an electric drive, the electric drive of the towing vehicle includes receiving, via a trailer brake control unit of the trailer vehicle, a current accelerator pedal position from the towing vehicle. The method further includes generating a control signal for the electric drive with the trailer brake control unit depending on the received current accelerator pedal position and controlling the electric drive with the generated control signal.

Abstract: A steering system (11) for a vehicle (10) includes an electromechanical steering actuator (46) and a steering linkage (37) movable depending on the steering actuator (46). The linkage (37) includes a steering rod (30) adapted to be connected in an articulated manner to the steering knuckle (22) or an articulated lever (24) of the steering knuckle (22) for moving the steering knuckle (22). The linkage (37) further comprises a bell crank (35) having a first end area (39) connected in an articulated manner to the steering rod (30) and a second end area (40) connected in an articulated manner to a vehicle frame (12) of the vehicle (10) or to the steering actuator (46). A point of application (63) of the steering actuator (46) on the steering linkage (37) is spaced apart from the second end area (40) of the bell crank (38).