EP1436183A1 - Dispositif de commande d'un systeme de freinage et procede pour generer une information en retour lors de l'actionnement d'un dispositif de freinage - Google Patents

Dispositif de commande d'un systeme de freinage et procede pour generer une information en retour lors de l'actionnement d'un dispositif de freinage

Info

Publication number
EP1436183A1
EP1436183A1 EP02747336A EP02747336A EP1436183A1 EP 1436183 A1 EP1436183 A1 EP 1436183A1 EP 02747336 A EP02747336 A EP 02747336A EP 02747336 A EP02747336 A EP 02747336A EP 1436183 A1 EP1436183 A1 EP 1436183A1
Authority
EP
European Patent Office
Prior art keywords
brake
chamber
valve
piston
pressure
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP02747336A
Other languages
German (de)
English (en)
Inventor
Günter Klein
Michael Herges
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
Original Assignee
Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH, Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH filed Critical Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Publication of EP1436183A1 publication Critical patent/EP1436183A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T15/00—Construction arrangement, or operation of valves incorporated in power brake systems and not covered by groups B60T11/00 or B60T13/00
    • B60T15/02—Application and release valves
    • B60T15/04—Driver's valves
    • B60T15/14—Driver's valves influencing electric control means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T15/00—Construction arrangement, or operation of valves incorporated in power brake systems and not covered by groups B60T11/00 or B60T13/00
    • B60T15/02—Application and release valves
    • B60T15/025—Electrically controlled valves
    • B60T15/027—Electrically controlled valves in pneumatic systems

Definitions

  • the invention relates to methods for generating feedback for the operator when actuating a braking device, in particular a foot pedal, in detail with the features from the preamble of claim 1; furthermore a control device for a brake system and a control device for a brake system, in particular a vehicle brake system.
  • Braking devices for vehicles are known in different designs in terms of their structure and mode of operation. As a representative, reference is made to DE 19746342 A1.
  • Document DE 19746342 A1 discloses an example of a pressure-operated vehicle brake system with at least one first brake circuit assigned to the rear axle of the vehicle and a second brake circuit assigned to the front axle of the vehicle.
  • the first brake circuit and the second brake circuit are each assigned two brake cylinders and one control valve device, via which the brake cylinders can be connected as a function of a control pressure to a pressure medium source assigned to the respective brake circuit or to a pressure medium sink.
  • control devices are generally provided which are assigned to the individual brake pistons.
  • the pressure on the brake cylinders is controlled electropneumatically and, in addition to ensuring safe operation in the event of electronic failure, purely pneumatic.
  • the actuation in the latter case is known to be mechanical.
  • an actuating device that can be coupled to a brake value transmitter is provided, via which the driver makes a request for deceleration or generation of a braking torque.
  • a corresponding signal is generated from the driver's request and is fed to an input of a control device.
  • the required pressure resulting from the driver's request on the brake cylinder is calculated in the control device and at least one actuating signal is generated to control a device for generating or providing the pressure.
  • the pressure to be provided in the brake cylinder is generated by means of a separate device, the so-called pressure control module. This comprises a control chamber and a working chamber, the control chamber being coupled to a pressure medium source, while the working chamber is at least indirectly connected to the brake cylinder.
  • a purely pneumatic fallback system that contains at least one backup circuit.
  • This purely pneumatic fallback system is designed such that it comprises a service brake valve with at least one working chamber, which is also coupled to the brake cylinder. The actuation takes place via the actuation device, in particular depending on the path or pressure.
  • the braking effect of the vehicle is generally brought about by the pressures in the brake cylinder calculated and controlled by the electronics, but the counterforce which the driver presses on the pedal, however, from that in the foot brake module, i.e. pneumatic backup pressure generated by the service brake cylinder.
  • the driver either receives feedback via the braking effect in the form of a counterforce on the pedal when the purely pneumatically actuated brake circuit is actuated, or no direct feedback via the braking effect when the electro-pneumatic brake circuit is actuated
  • Driver does not necessarily have information about the brake circuit that has just been activated.
  • the invention is therefore based on the object of a method for ensuring meaningful feedback for the operator of a braking device, in particular a foot brake pedal, for information about the braking effect achieved to develop.
  • the device for realizing the method, in particular the control device should be characterized by a low design and control engineering effort, as well as meet all safety requirements which known systems with separate devices meet.
  • the method according to the invention for ensuring feedback on the magnitude of the braking effect for the operator of a braking device when operating such a device is used in braking systems with at least two brake circuits, a first, electro-pneumatic brake circuit and a second, mechanical-pneumatic brake circuit.
  • the braking device in particular the control device assigned to it, comprises a braking value transmitter and an actuating device coupled to the braking value transmitter for specifying the driver's request for a braking torque of a certain size to be provided.
  • the first, electro-pneumatic brake circuit comprises a control device and a pressure control module.
  • the second, pneumatic brake circuit comprises a mechanically operable service brake valve device, the piston element of which is coupled to the actuation device via a pedal force piston to the actuation device.
  • Service brake valve is understood to mean a valve device which comprises a working chamber and a piston which can be guided therein as an adjusting device for influencing the pressure in the working chamber, the working chamber also being coupled to the brake cylinder and a pressure medium source.
  • the service brake valve is activated by actuating an actuating device coupled to the piston in accordance with a driver's request for the generation of a specific braking torque, in particular if the electronics fail.
  • the pressure generated in the pressure control module in the first, electro-pneumatically actuatable brake circuit is used to generate a counterforce on the actuating device.
  • the pressure generated in the first, electro-pneumatically actuable brake circuit is directed to a piston surface of the pedal force piston oriented in the actuation direction.
  • the size of the counterforce by changing the ratio of the sizes of the piston areas of the service brake valve device and the applied piston area to one another on the pedal force piston. It can be determined by targeted design of the area ratios on the piston whether more, less or the same amount of force as in the mechanical actuation must be used to generate the backup pressure, as in the case of the electrically controlled brake, the area ratios being designed to form any characteristics of the Pedal force can be customized.
  • a control device for a brake system with at least two brake circuits - a first, electro-pneumatic brake circuit and a second, mechanically actuable brake circuit - for use in vehicles, which comprises a brake value transmitter, a control device, a service brake valve and a pressure control module.
  • a pedal force piston is also coupled to the actuating device and the brake value transmitter.
  • these individual elements or structural units are combined to avoid unnecessarily long pressure medium lines and to guide them to a central structural unit in the form of a central module. summarizes. This summary is done by the spatially close arrangement of the individual elements.
  • the individual elements can be combined a) by flanging their housings together or b) integrating a plurality of components in a common housing or c) integrating components in a common housing and flanging the remaining components on the common housing to form a structural unit ,
  • control device for a brake system with at least two brake circuits which can be assigned to at least one service brake cylinder, can be designed as an independently tradable structural unit and the effort required for the necessary cabling on site on the vehicle can be considerably reduced, since the individual connection lines - for equipment and electrical connection lines - are already integrated in the central module. The required line length is considerably minimized.
  • spatial assignment of the individual elements to one another there are also a large number of possibilities, which, however, are at the discretion of the person skilled in the art.
  • a control device is understood to mean a control device, for example in the form of an ECU.
  • the function of the pressure control module is to regulate the pressure required on the brake cylinder.
  • the pressure control module is arranged between the control unit and the brake cylinder with regard to its function. This comprises a so-called electro-pneumatic pressure modulator, which is coupled to an output of the control device, and a valve device, comprising a control chamber and a working chamber, the pressure modulator being coupled to the control chamber.
  • the working chamber of the valve device belonging to the pressure control module is coupled to the brake cylinder.
  • the pressure control module comprises valve devices which influence the pressure in the control chamber. These valve devices can on different ways can be controlled.
  • a preferred embodiment consists of electromagnetic control via the control device.
  • valve device belonging to the pressure control module and the service brake valve device are combined in one valve unit.
  • the integration of both valve devices in one valve unit takes place using a common working chamber and at least one common connection of the working chamber with a pressure medium source or pressure medium sink and at least one connection from the working chamber to the consumer, in particular a service brake cylinder.
  • the valve unit is constructed as follows:
  • a first chamber is provided in a housing.
  • a piston element in the form of a relay piston is displaceably guided therein, preferably on an inner wall of the housing, and divides the first chamber into two subchambers which are variable in size - a working and a control chamber.
  • the working chamber is assigned at least one connection to a pressure medium source or sink via a device for influencing the pressure medium supply between the pressure medium source and the working chamber, preferably in the form of an elastic or displaceable sleeve.
  • This forms a valve with an inner wall of the housing, in particular a relay valve.
  • the pressure in the electro-pneumatic brake circuit is regulated via the pressure modulator.
  • the control chamber is pressurized, which acts on the relay piston from this side.
  • two valve devices are provided in addition to the electropneumatic pressure control modulator, which influence the pressure in the individual subchambers subdivided by the relay piston - the control chamber and the working chamber - or a connection between the control chamber and the working chamber and the control chamber and the silencer or environment for reducing the pressure enable.
  • the movement of the actuation device connected to the brake pedal is sensed with the integrated brake value transmitter and thus transmits the driver's request regarding the generation of a specific braking torque to the control device, in particular to an input of the control device.
  • the pressure determined or calculated by the control device for the front or rear axle is in the valve devices in the Control chamber of the valve unit controlled.
  • the relay piston pneumatically regulates the pressure in the working chamber, which is guided to the brake cylinders and, in a further embodiment, also under a pedal force piston coupled to the actuating device.
  • This is supported by at least one spring device on or in a further chamber in the common housing. This is arranged in a pressure chamber which is coupled to the working chamber. If the electronic pressure control fails, the pressure on the pedal force piston decreases on the part of the working chamber. The driver only feels a slight counterforce on the pedal due to the direct coupling of the actuation device to the pedal force piston. If he then continues to press the pedal, a tappet coupled to the pedal force piston is placed on the relay piston and now operates this purely mechanically.
  • the direct mechanical coupling enables the driver to regulate the pressure in a force-controlled manner.
  • the combination and sharing of the essential elements of the individual valve devices - valve device of the pressure regulating valve and service brake valve device - in one valve unit offers the advantage of creating a very compact multifunctional valve unit with a small number of components. Additional connections between the two valve devices can be omitted.
  • the pressure generated in the working chamber during electro-pneumatic actuation is used to generate the counterforce on the brake pedal, in that this pressure is directed onto a piston surface which counteracts the direction of movement of the actuation.
  • the working chamber is connected to the chamber in which the pedal force piston is guided, in particular the pressure chamber, for example via a connecting line between the working chamber and the pressure chamber or an opening.
  • connection can be made in the form of channels or lines. cannot be rigid or elastic. In the compact design, the connection can be made through openings in the intermediate wall between the two adjacent chambers. Another possibility is to form the connection in the form of channels integrated in the housing wall or in the form of external lines routed outside the housing of the valve assembly.
  • the brake value transmitter, control device and the individual additional valve devices required for control are either flange-mounted on the housing of the valve unit or fastened in another way, or integrated with the valve unit in a common housing.
  • the first variant is preferably selected with regard to accessibility.
  • valve devices - service brake valve and valve device of the pressure control module - are implemented, both valve devices can be integrated in a common housing, the further units belonging to the central module - control device, pressure modulator and valve devices - being arranged on the housing.
  • a version with integration in a common housing is also conceivable here.
  • FIG. 1 a and 1 b illustrate in schematically greatly simplified
  • Figure 2 illustrates in a schematically simplified representation the basic principle of the generation of a pedal feedback according to the invention in a particularly advantageous embodiment of the summary of the individual components of the electro-pneumatic pressure control and the purely pneumatic pressure control to a valve unit in the control device.
  • FIGS. 1a and 1b illustrate, in a schematically highly simplified representation, possibilities for generating a pedal feedback according to the invention when designing a control device 1, in particular a pressure control device for a brake system, in particular a vehicle brake system, in the form of a central module 2.
  • the task of the control device 1 is to to set, control or regulate the pressure required from a driver's request to provide a braking torque of a certain size.
  • Control device is understood to mean the entirety of control devices and actuators, including the connections between them.
  • the control device 1 comprises a first, electro-pneumatic brake circuit 3 and a second, mechanical-pneumatic brake circuit 4.
  • electro-pneumatic means that the generation of the pressure required on the corresponding actuator of the brake system, for example on the service brake cylinder, pneumatically and the adjustment or control or regulation take place electronically.
  • Mechanical-pneumatic includes the generation of the required pressure pneumatically and the adjustment or control mechanically.
  • at least one device 5 for specifying a driver request for provision or generation of a braking torque of a certain size generally an actuating device 6 that can be operated by the driver and transmission elements, for example in the form of an actuating plunger 7, which is coupled to a brake value transmitter 8, are provided .
  • the first, electro-pneumatic brake circuit 3 comprises a control device 9 and a pressure control module 10.
  • the function of the pressure control module 10 is to regulate the pressure required on the service brake cylinder.
  • the pressure control module 10 is arranged with respect to its function between the control device 9 and the service brake cylinder.
  • the pressure control module 10 comprises at least one electro-pneumatically controllable valve device 11, comprising at least one control chamber 12 and one working chamber 13 which can be coupled to a service brake cylinder, not shown in detail here, via a connection 14.
  • the control device 9 can be designed in the form of a control device.
  • the second, pneumatic brake circuit 4 comprises a mechanically operable service brake valve device 15, comprising a working chamber 16, which can be coupled to the service brake cylinder, for example via the connection 22.
  • Brake value transmitter 8, the service brake valve device 15 with at least one-circuit backup function, the control device 9 and the pressure control module 10 are combined to form a structural unit in the form of the central module 2.
  • the individual elements are summarized by the spatially close arrangement of the individual elements - brake value transmitter 8, service brake valve device 15, control device 9 and pressure control module 10.
  • the individual elements can be integrated according to FIG. 1 a in a common housing, indicated schematically here and denoted by 17 be, or according to Figure 1b by flanging the individual elements brake value transmitter 8, control device 9, pressure control module 10 and service brake valve device 15 in the area of their outer housing - for the brake value transmitter 8 with 18, the service brake valve device 15 with 19, the control device 9 with 20 and the Pressure control module 10 designated 21 - be realized.
  • the service brake valve device 15 and the pressure control module 10 are formed in the illustrated case to illustrate separate components.
  • the pressure control module 10 in the case shown does not contain any control electronics, this is contained in the control device 9. However, it is also conceivable that the control device 9 or at least a part of it is already arranged in or on the pressure control module 10.
  • the valve device 11 of the pressure control module 10 is assigned at least two valve devices, a first valve device 26.1 and a second valve device 26.2 for control, for controlling the pressure in the control chamber 12 for controlling the pressure in the working chamber 13.
  • the two valve devices - first valve device 26.1 and second valve device 26.2 - are connected in the line connections 27 to the supply line 23 and are arranged in a line connection 29 between the control chamber 12 and a silencer 30.
  • the two valve devices - first valve device 26.1 and second valve device 26.2 - are designed, for example, as 1/2-way valves, which are preferably actuated electromagnetically, in particular controlled by the control device 9.
  • the first functional position ⁇ 26.1 c ′ er most valve device 27.1 serves to control the pressure build-up in the control chamber 12.
  • the second position Ü26.1 of the first valve device 26.1 serves to hold the pressures in the control chamber 12.
  • the second valve device 26.2 is used the Reduction of the pressure in the control chamber 12, which acts on the second piston surface 33. This is relieved via a pressure relief device in the form of a silencer 30.
  • the pressure in the working chamber 13 is effective on the service brake cylinder.
  • the connection 24 of the service brake valve device 15 with a pressure medium source or sink can also be seen in FIG. 1a.
  • the pressure generated in the electro-pneumatically actuable brake circuit 3 is used to generate a counterforce on the actuating device.
  • the actuating device 6, in particular the actuating tappet 7, is connected to a pedal force piston 48 which is also coupled directly or via further transmission elements to the piston of the service brake valve device 15.
  • the pedal force piston 48 is preferably arranged at the extended piston end of the service brake valve device 15 in a further chamber 58 of the service brake valve device 15.
  • the pressure is directed onto the surface 50 of the pedal force piston 48 oriented in the actuation direction. This can be done, for example, by a connecting line 57 between the working chamber 13 of the electro-pneumatic valve device 11 and the chamber 58. It is also conceivable to arrange the connecting line 57 at the connection 14 at a distance from the valve device 11 and to let it open into the chamber 58.
  • a variable which is at least indirectly characteristic of the driver's desire for the generation of a specific braking torque is specified via the actuating device 6 on the actuating plunger 7. This quantity can be described as a path, a pressure or through another physical quantity. This is fed to an input of the control device via the brake value transmitter 8.
  • At least one manipulated variable for controlling the pressure in the electro-pneumatically controllable valve device 11 is generated in the control device 9 from the variable that characterizes the desired braking torque at least indirectly.
  • These include, for example, manipulated variables for controlling the control valves 26.1, 26.2 and the pressure regulator.
  • a corresponding pressure is set in the control chamber 1 of the electro-pneumatically controllable valve device 11, which pressure is proportional to the pressure 13 required on the service brake cylinder. Furthermore, this pressure is applied according to the invention of the pedal force piston 48 coupled to the actuating device 6 is used counter to the actuating direction. The driver can derive the braking effect on the actuating device 6 via the magnitude of the counterforce.
  • the force required to generate the backup pressure can be varied compared to the force required for electronic control.
  • components of the pressure control module 10.2 and the service brake valve device 15.2 are additionally combined to form a structural unit 34, as shown in FIG. 2, which is referred to as central module 2.2 when combined with the brake value transmitter 8.2.
  • the function of the individual components corresponds to that in FIGS. 1a and 1b.
  • the same reference numerals are therefore used for the same elements.
  • valve unit 35 instead of using a separate valve device for each brake circuit - first, electro-pneumatic brake circuit 3.2 and second, mechanical-pneumatic brake circuit 4.2 - the electro-pneumatically controllable valve device 11.2 of the pressure control module 10.2 according to FIG. 1 a and the service brake valve device 15.2 become one combined valve unit 35 summarized.
  • the valve unit 35 further includes a control chamber 37, which corresponds to the control chamber 12 of the valve device 11 according to FIG. 1a.
  • the working chamber 36 can be connected via a relay valve 38 to a pressure sink or pressure medium source via the connection 39.
  • the connection 39 or the connecting line adjoining it forms the combination of the connections 23 of the electro-pneumatic valve device 11 for coupling to a pressure medium source or sink according to FIG. 1 a and the connection 24 of the service brake valve 15 with a pressure medium sink or pressure medium source.
  • the structural unit 34 in particular the central module 2.2, comprises a housing 40 in which, in a first chamber 41, a relay piston 42 which controls the function of the piston 28 of the valve device 11 and the function of the piston of the operating Brake valve device 15 takes over according to the embodiment in Figure 1a.
  • the relay piston 42 is slidably guided in the chamber 41 and divides it into the control chamber 37 for the function of the valve device 11 and the working chamber 36 for pressurizing the service brake cylinder.
  • the relay piston 42 is part of the relay valve 38. This is formed by a sleeve part 43 as a valve seat 44 and a valve member 45 in the form of the relay piston 42.
  • a further piston is guided in the first chamber 41, which acts on the relay piston 42 and is connected to the actuating device 6.2, in particular the actuating plunger 7.2. This is referred to as the actuating piston 46.
  • a further second chamber 47 in which a pedal force piston 48 is guided and is preloaded via at least one spring unit 49.
  • This is connected to the actuating piston 46 in such a way that a movement of the pedal force piston 48 forces the actuating piston 46 to move in the same direction, ie. to the relay piston 42 or counteracted.
  • the piston surface 50 of the pedal force piston 48 pointing in the direction of the relay piston 42, that is to say the surface 50 directed when the actuating device 6.2, in particular the actuating plunger 7.2, is directed in the direction of the relay piston 42 with pressure from the working chamber 36.
  • a connecting line 51 is provided between the working chamber 36 and the second chamber 47, its opening into the second chamber 47 taking place between pedal force pistons 48 and the housing wall 52, on which the spring unit 49 is supported, so that the one in the chamber 47 contained pressure, which is proportional to the pressure in the service brake cylinder, the actuation of the actuating plunger 7.2 is opposite.
  • a third chamber 53 housed in the same housing 40, there is a third chamber 53, which serves for the relief and contains a silencer 30.2.
  • Also assigned to the structural unit 34 are the two valve devices 26.21 and 26.22, which are used to control the combined valve device 35 in the first, electro-pneumatic brake circuit 3.2. The function is discussed in detail below.
  • the Brake cylinder required pressure generated via the first, electro-pneumatic brake circuit 3.2
  • the pressure required on the service brake cylinder is set via the second, mechanical-pneumatic brake circuit 4.2.
  • At least the brake value transmitter 8.2 on the control device 9.2 a variable that at least indirectly characterizes the driver's desire for generation of a specific braking torque. This is fed to an input of the control device 9.2.
  • the control device 9.2 which is designed in the form of a control device and contains, for example, at least one microprocessor, then calculates the required pressure to be provided on the service brake cylinder, which pressure is regulated in the control chamber 37 of the combined valve unit 34 by means of the two valve devices 26.21 and 26.22 and via the connection or the connecting line 57 is made available to the service brake cylinder.
  • the pressure in the working chamber 36 is then adjusted via the relay piston 42. At the same time, this pressure on the pedal force piston 48 in the chamber 47 is effective.
  • the application takes place on the piston surface 50 directed in the actuating direction of the actuating plunger 7.2 on the pedal force piston 48.
  • the second, mechanical-pneumatic brake circuit 4.2 is activated.
  • the relay piston 42 is actuated purely mechanically.
  • the actuating plunger 7.2 and the pedal force piston 48 coupled to it are connected to the actuating piston 46, which functions as an actuating plunger for the relay piston 42.
  • the size of the piston surface on the pedal force piston 48 in particular especially the piston surface 50 to set the backup pressure according to the application requirements.
  • the pressure control module 10.2 comprises the valve devices 26.21 and 26.22, the second valve device 26.22 being responsible for controlling the pressure in the control chamber 37.
  • the second valve device 26.22 is arranged in the connecting line 54 between the control chamber 37 and the storage chamber 39, which serves to supply the control chamber 37 with pressure medium, while the first valve device 26.21 serves to relieve the control chamber 37, in particular in the muffler 30.2.
  • the two valve devices - first valve device 26.21 and second valve device 26.22 are designed as 1/2-way valves, which are preferably actuated electromagnetically and controlled via the control device 9.2.
  • the pressure acting in the control chamber 37 on the first piston surface 55 of the relay piston 42 can be built up in the control chamber 37 via the first valve device 26.22 and the line connection 54.
  • the second position Ü26.22 of the first valve device 26.22 serves to maintain the pressures in the control chamber 37.
  • the second valve device 26.21 serves to reduce the pressure in the control chamber 37, which acts on the first piston surface 55 of the relay piston 42. This is discharged via a pressure relief device in the form of a muffler 30.2.
  • control device control device
  • Coupling with a pressure medium source or sink 25 means for controlling the pressure

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Braking Systems And Boosters (AREA)

Abstract

L'invention concerne un procédé pour assurer une information en retour concernant l'importance d'un effet de ralentissement pour l'utilisateur d'un dispositif de freinage lors de son utilisation, dans des systèmes de freinage comportant au moins deux circuits, soit un premier circuit électropneumatique et un deuxième circuit mécanopneumatique. Ce dispositif de freinage comprend un capteur de puissance de freinage (8; 8.2) auquel est couplé un dispositif d'actionnement (5, 6; 6.2). Le circuit de freinage électropneumatique (3; 3.2) consiste en un dispositif de commande (9; 9.2) et en un module de régulation de pression (10; 10.2). Le deuxième circuit de freinage pneumatique (4; 4.2) comprend un dispositif de soupape (15; 15.2) de frein de service à commande mécanique, dont l'élément piston est couplé au dispositif d'actionnement (6; 6.2) par l'intermédiaire d'un piston de puissance de pédale (48). L'invention est caractérisée en ce que la pression développée dans le module de régulation de pression (10; 10.2) dans le circuit de freinage à commande électropneumatique (3; 3.2) est utilisée pour générer une force contraire sur le dispositif d'actionnement (6; 6.2).
EP02747336A 2001-06-20 2002-06-03 Dispositif de commande d'un systeme de freinage et procede pour generer une information en retour lors de l'actionnement d'un dispositif de freinage Withdrawn EP1436183A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10129603 2001-06-20
DE2001129603 DE10129603A1 (de) 2001-06-20 2001-06-20 Verfahren zur Erzeugung eines Feedbacks für den Bediener bei Betätigung einer Bremseinrichtung, insbesondere eines Fußpedals und Steuervorrichtung für ein Bremssystem
PCT/EP2002/006034 WO2003000529A1 (fr) 2001-06-20 2002-06-03 Dispositif de commande d'un systeme de freinage et procede pour generer une information en retour lors de l'actionnement d'un dispositif de freinage

Publications (1)

Publication Number Publication Date
EP1436183A1 true EP1436183A1 (fr) 2004-07-14

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP02747336A Withdrawn EP1436183A1 (fr) 2001-06-20 2002-06-03 Dispositif de commande d'un systeme de freinage et procede pour generer une information en retour lors de l'actionnement d'un dispositif de freinage

Country Status (3)

Country Link
EP (1) EP1436183A1 (fr)
DE (1) DE10129603A1 (fr)
WO (1) WO2003000529A1 (fr)

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ES2276170T5 (es) 2003-08-07 2020-02-25 Vestas Wind Sys As Método de control de una turbina eólica conectada a una red eléctrica pública durante una avería en dicha red eléctrica pública, sistema de control, turbina eólica y familia de los mismos
DE102004024462A1 (de) * 2004-05-14 2005-12-08 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Elektropneumatische Bremseinrichtung eines Schienenfahrzeugs mit durchgängigem Regelbereich
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