WO2012140002A2 - Dispositif de frein de stationnement électropneumatique d'un véhicule - Google Patents

Dispositif de frein de stationnement électropneumatique d'un véhicule Download PDF

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Publication number
WO2012140002A2
WO2012140002A2 PCT/EP2012/056431 EP2012056431W WO2012140002A2 WO 2012140002 A2 WO2012140002 A2 WO 2012140002A2 EP 2012056431 W EP2012056431 W EP 2012056431W WO 2012140002 A2 WO2012140002 A2 WO 2012140002A2
Authority
WO
WIPO (PCT)
Prior art keywords
valve
pressure
parking brake
control module
control
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.)
Ceased
Application number
PCT/EP2012/056431
Other languages
German (de)
English (en)
Other versions
WO2012140002A3 (fr
Inventor
Martin Mederer
Andreas Wimmer
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 WO2012140002A2 publication Critical patent/WO2012140002A2/fr
Publication of WO2012140002A3 publication Critical patent/WO2012140002A3/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/08—Brake cylinders other than ultimate actuators
    • B60T17/083—Combination of service brake actuators with spring loaded brake actuators
    • 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
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/24—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being gaseous
    • B60T13/26—Compressed-air systems
    • B60T13/38—Brakes applied by springs or weights and released by compressed air
    • B60T13/385—Control arrangements therefor
    • 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
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
    • 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
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
    • B60T13/683—Electrical control in fluid-pressure brake systems by electrically-controlled valves in pneumatic systems or parts thereof
    • 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
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/88—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
    • B60T8/885—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means using electrical circuitry
    • 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
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/402—Back-up

Definitions

  • the invention relates to an electro-pneumatic parking brake device of a towing vehicle of a tractor-trailer combination for carrying out at least one parking brake function, including an electric parking brake signal transmitter, for actuating dependent generating electrical signals and an electronic Feststellbrems- control device, which depends on the electrical signals of the parking brake signal generator electrical control signals generated according to the preamble of claim 1.
  • a generic parking brake device is known from EP 1 504 975 B1, in which a parking brake module is controlled by an electric parking brake signal generator.
  • the parking brake module includes a number of valves such as a bistable valve, a trailer control valve, a manual 4/3-way valve, a proportional valve, a safety valve and a relay valve to perform various functions associated with the parking brake such as a drive function, a parking function, a roll - To perform braking function, an auxiliary brake function or a trailer control function.
  • the parking brake module with the above-mentioned valves is specially prepared and complex, which causes certain costs.
  • the present invention is based on the object to develop a parking brake device of the type mentioned in such a way that it is easier and less expensive to produce, but at the same time provides the widest possible range of functions available. This object is achieved by the features of claim 1.
  • an electronic pressure control module controlled by the electrical control signals of the electronic parking brake control device having at least one electronic control unit which electrically controls at least one inlet valve connected to a supply connection, at least one outlet valve connected to a vent and at least one backup valve connected to a control connection , as well as with at least one of a pilot pressure generated by the inlet valve or exhaust valve pilot operated pilot valve, which controls depending on the pilot pressure from the pressure present at the supply line pressure to a working port or connects the working port with the vent, the working port on the one hand to at least one spring brake cylinder and on the other hand connected to an input of a shuttle valve,
  • At least one pressure medium supply which is connected to the supply terminal of the pressure control module and an at least partially electrically controllable valve means by which the pressure medium supply to the other input of the shuttle valve connectable and the control connection of the pressure control module can be vented, wherein
  • the output of the shuttle valve is connected to a control terminal of a trailer control valve device, which generates a brake pressure for the trailer depending on the pending at its control port pressure.
  • the pressure control module and the valve device are controllable, for example, such that the pressure control module in the context of a parking brake function and as part of a trailer control function its working connection with his Venting connects, and the valve device in the context of the parking brake function blocks the connection between the pressure fluid supply and the other input of the shuttle valve and switches the pressure of the pressure fluid supply to the other input of the change-over valve as part of the trailer control function.
  • a 1-channel or 2-channel pressure control module is used to control associated with the parking brake functions as shown for example in Figure 2 DE 40 30 980 A1 and in the prior art so far only for brake pressure control in the context the service brake is used.
  • Such well-known pressure control modules are therefore already used in relatively high numbers for electro-pneumatic service brake circuits of commercial vehicles, which is why a use of a pressure control module for controlling parking brake circuits increases the number of similar assemblies and thus lowers the production costs.
  • no complex parking brake modules are needed to perform a variety of parking brake related functions such as driving, parking, auxiliary braking, trailer control, and backup functions in the event of electronic equipment failure.
  • the shuttle valve used for the realization is already very simple anyway as well as the valve device and the trailer control valve device, as will be explained below.
  • the pressure control module and the valve device are controllable, for example in the context of a driving function such that the working connection with the supply port of the pressure control module and the valve device blocks the connection between the pressure medium supply and the other input of the shuttle valve.
  • This relates to the normal undisturbed operation of the towing vehicle or the vehicle platoon with trailer coupled to the towing vehicle, wherein the parking or service brakes are released.
  • the pressure control module and the valve device can be controlled as part of a backup driving function such that the inlet valve of the pressure control module automatically closes and the Valve device blocks the connection between the pressure medium supply and the other input of the shuttle valve.
  • the pressure control module and the valve device are controllable in the context of a parking or parking brake function that the working connection of the pressure control module is connected to the vent of the pressure control module and the valve device blocks the connection between the pressure medium supply and the other input of the shuttle valve.
  • the parking or parking brakes of the towing vehicle are clamped and, when the trailer is coupled to the towing vehicle, the brakes of the trailer are also engaged.
  • the pressure control module and the valve device can be controlled in such a way that the backup valve of the pressure control module the Steueran in a backup parking brake function - connect the pressure control module with a vent and connect the magnetic Ventileinnchtung the connection between the pressure medium supply and the other input of the shuttle valve blocks.
  • the parking brake can also be used as an auxiliary brake as part of an auxiliary braking function, in order to brake the towing vehicle and possibly the trailer with a controlled braking force in the event of failure of the service brake as redundant safety level.
  • the pressure control module and the valve device can be controlled in the context of an auxiliary brake function such that depending on the duration and / or the degree of actuation of the parking brake signal transmitter the working port with the supply port of the pressure control module and the valve means the connection between the pressure medium supply and the other input of the shuttle valve locks.
  • a trailer control function can be carried out in which the parking brake, in particular the spring brake of the towing vehicle tensioned and the brakes of the trailer are released to check when parked vehicle train, whether that with the parking or parking brake braked towing vehicle can hold the vehicle with coupled to the towing vehicle, but unbraked trailer in the braked state.
  • the pressure regulating module and the valve device are controllable within the trailer control function such that the working connection of the pressure regulating module is connected to the vent of the pressure regulating module and the valve device establishes a connection between the pressure fluid supply and the other input of the shuttle valve.
  • the valve device is controlled by the electronic control unit of the pressure control module depending on the control signals of the electronic parking brake control device.
  • the valve device may be directly controlled by the electric parking brake signal generator, which is supplied by an emergency power supply with electrical energy, for example from a battery. In this case, therefore, the electro-pneumatic valve device is controlled bypassing the electronic parking brake control device directly from electrical signals supplied by the emergency power supply parking brake signal generator.
  • valve device preferably comprises a 5/2-way solenoid valve spring-loaded in a first switching position, wherein a) in the first de-energized switching position of the other input of the shuttle valve with a vent, the control port of the pressure control module and a port for the pressure fluid supply are locked and
  • valve device may include an electronically controllable from the electronic control unit of the pressure control module 3/2-way solenoid valve and an operable by an operator valve, wherein
  • the electrically controllable 3/2-way solenoid valve is spring-loaded in a first de-energized switching position, in which blocked a connection between the other input of the shuttle valve and the pressure fluid supply and by energization in a second Switched position is connected, in which the other input of the shuttle valve is connected to the pressure medium reservoir, and b) the pneumatic valve is spring-loaded in a non-actuated switching position in which the control port of the pressure control module is locked and is switched by actuation in a second switching position, in which is connected to the control port of the pressure control module with a vent, wherein
  • the pneumatic valve is switchable to the second switching position.
  • the operable by the operator valve may in particular be a simple spring-loaded pneumatic valve, which has an operable by the hand or with the foot of the operator actuator, for switching the valve.
  • the trailer control valve device is preferably a simple and known pressure-reversing trailer control valve. "Pressure inverting" means that the trailer control valve has a low control pressure at its workport based on a high control pressure at its control port and a low control pressure at its control port. In contrast, however, a common and well-known trailer control module could be used as a trailer control valve device.
  • FIG. 1 shows a schematic circuit diagram of an electro-pneumatic parking brake device of a towing vehicle of a tractor-trailer combination according to a preferred embodiment of the invention, switched into a driving function;
  • Figure 3 shows the electro-pneumatic parking brake device of Figure 1, connected in a backup driving function.
  • Figure 4 shows the electro-pneumatic parking brake device of Figure 1, connected in a parking brake function.
  • FIG. 5 shows the electro-pneumatic parking brake device of FIG. 1, switched into a backup parking brake function
  • Figure 6 shows the electro-pneumatic parking brake device of Figure 1, connected in an auxiliary brake function.
  • Figure 7 shows the electro-pneumatic parking brake device of Figure 1, connected in a trailer control function.
  • FIG. 8 shows a schematic circuit diagram of an electro-pneumatic parking brake device of a towing vehicle of a tractor-trailer combination according to a further embodiment of the invention.
  • the electro-pneumatic parking brake device 1 shown in FIG. 1 of a towing vehicle of a towing vehicle / trailer combination includes an electric parking brake signal transmitter 2 that can be actuated, for example, by an operator, for the purpose of actuating-dependent generation of electrical signals.
  • the parking brake signal generator 2 controls the electrical signals via a signal line 4 in an electronic parking brake control device 6, which generates 2 electrical control signals depending on the electrical signals of the parking brake signal generator.
  • the electrical control signals are controlled via a further signal line 8 in an electronic control unit 10 of an electro-pneumatic pressure control module 12. 2, controls the electronic control unit 10 connected to a supply terminal 14 of the pressure control module 12 inlet valve 16, connected to a vent 18 of the pressure control module 12 outlet valve 20 and at least one connected to a control terminal 22 of the pressure control module 12 backup valve 24 electrically at.
  • the pressure control module 12 includes a pilot-operated by the inlet valve 16 or exhaust valve 20 pneumatically piloted relay valve 26, depending on the pilot pressure from the pressure applied to the supply port 14 pressure a working pressure to a working port 28 of the pressure control module 12 controls or the working port 28 with the vent 18 of the pressure control module 12 connects.
  • a first pressure sensor 30 connected to the working connection 28 the working pressure at the working connection 28 and with a second pressure sensor 32 connected to the control connection 22, the control pressure at the control connection 22 of the pressure regulating module 12 can be measured.
  • the inlet valve 16 and the outlet valve 20 are respectively spring-loaded in the electroless blocking position and switched by energizing in fürlenfingnadian 2/2-way solenoid valves and the backup valve 24 by a currentless in its spring-loaded passage position and energized in blocking position switched 2/2 paths Magnetic valve formed.
  • This structure and the operation of such a pressure control module 12 is well known, for example from DE 40 30 980 A1, whose relevant disclosure content is also part of the present patent application.
  • the pressure control However, module serves there to regulate an actual brake pressure of an electro-pneumatic service brake of a vehicle to a desired brake pressure.
  • the pressure control module 12 according to FIG. 2 is part of the parking brake device 1.
  • the working port 28 of the pressure regulating module 12 is connected via a pressure line 34, on the one hand, to a spring-loaded brake chamber 36 of a spring-loaded brake cylinder 38 serving as a parking brake or parking brake actuator.
  • the spring brake cylinder 38 is summarized, for example with an active service brake cylinder not shown here to form a combination cylinder and a passive brake cylinder which zuspannt when venting its spring brake chamber 36 and solves the parking or parking brake on ventilation of the spring brake chamber 36.
  • the spring brake cylinder 38 shown here is for reasons of space for a number of spring brake cylinders, which are used for parking or parking brakes.
  • the pressure line 34 is connected to an input 40 of a shuttle valve 42 whose output 44 is connected via a pressure line 46 to a control port 48 of a trailer control valve device 50, which generates a brake pressure for a trailer depending on the pressure at its control port 48 ,
  • An survivingelfester pressure medium supply 52 communicates with the supply port 14 of the pressure control module 12 via a supply line 54 and with an at least partially electrically controllable valve means 56 which connects the pressure medium supply 52 via a pressure line 58 with the other input 60 of the shuttle valve 42 or this connection is blocking.
  • the shuttle valve 42 passes in a known manner to each of its inputs 40, 60 pending greater pressure to its output 44 on.
  • the 3/2-way solenoid valve 56 ' is spring-loaded in a first de-energized switching position in which blocked a connection between the other port 60 of the shuttle valve 42 against the pressure fluid supply 52 and switched by energization in a second switching position, in which the other port 60 of the shuttle valve 42 is connected to the pressure medium supply 52.
  • the operable by the operator pneumatic valve 56 " is spring-loaded in a non-actuated switching position in which the control port 22 of the pressure control module 12 is locked and which is connected by actuation in a second switching position, in which the control port 22 of the pressure control module 12 and a vent 62nd the pneumatic valve 56 "is connected.
  • the operator-operable pneumatic valve 56 " may be, in particular, a simple spring-loaded pneumatic valve having an actuator operable by the operator's hand or foot, for example, a foot pedal as shown in Figs. 1 and 2 to 7 is symbolized.
  • the trailer control valve device 50 is preferably a simple and known pressure inverting trailer control valve. Alternatively, however, a common and well-known trailer control module could be used as a trailer control valve device 50.
  • the trailer control valve 50 communicates with its working connection, not shown here, with a coupling head "brake” of the towing vehicle Coupling head "stock” on towing vehicle available to supply the trailer brakes with compressed air under reservoir pressure.
  • a service brake device (not shown and described here).
  • the control of the functions described below in connection with the parking brake or parking brake are preferably implemented in the electronic parking brake control device 6 and partly also in the electronic control device of the pressure control module 12 or.
  • the parking brake signal generator 2 For driving (driving function) the parking brake signal generator 2 is placed in the driving position and generates electrical signals for the electronic parking brake control device 6, which in turn generates electrical control signals for the electronic control device 10 of the electro-pneumatic pressure control module 12 depending on these electrical signals. Thereafter, the control unit 10 controls the inlet valve 16 of the pressure control module 12 to switch it to passage position and thereby ventilate the control port of the relay valve 26 via the supply port 14 with compressed air from the pressure medium supply 52, whereby the working port 28 of the pressure control module 12 also vented becomes.
  • the high, above the release pressure lying pressure in the spring brake chamber 36 of the Feder acknowledgedbrems- cylinder 38 is able to keep this in the released position.
  • the backup valve 24 is also energized, whereby the control terminal of the relay valve 26 is connected to the control terminal 22 of the pressure regulating module 12.
  • the pneumatic valve 56 "is not actuated, so that the control port 22 of the pressure control module 12 is shut off and thus the vented control port of the relay valve 26 can not be vented.
  • the 3/2-way solenoid valve 56 ' is not energized by the control unit 10 of the pressure control module 12 and is therefore spring-loaded in its de-energized switching position in which a connection between the other port 60 of the shuttle valve 42 against the pressure fluid supply 52 is blocked, such as Fig.1 shows.
  • the pressure at the other input 60 of the shuttle valve is low, so that the greater pressure at one input 40, here the pressure at the working port 28 of the pressure control module 12 to the output 44 of the shuttle valve 42 and from there to the control port 48 of the trailer control valve 50 passed becomes.
  • the so ventilated control port 48 of the trailer control valve 50 ensures a venting of the coupling head "brake", whereby the trailer brakes are kept dissolved.
  • the pressure control module 12 is controlled as part of a backup driving function according to FIG. 3 such that it does not more energized inlet valve 16 automatically closes due to the spring load.
  • the ventilated at the driving function state is maintained at the control terminal of the relay valve 26, which is why the control port of the relay valve 26 via the supply port 14 continues to be vented with compressed air from the pressure fluid supply 52, whereby the working port 28 of the pressure control module 12 also remains ventilated.
  • the 3/2 -way solenoid valve 56 remains de-energized, so the connection between the pressure fluid supply 52 and the other input 60 of the shuttle valve 40 remains locked.
  • the backup valve 24 of the pressure control module 12 closes de-energized by its spring load, which is why the vented state of the control terminal of the relay valve 26 is shut off and maintained.
  • the parking brake signal generator 2 is placed in parking position and generates electrical signals for the electronic parking brake control device 6, which in turn dependent on these electrical signals electrical control signals for the electronic Control unit 10 of the electro-pneumatic pressure control module 12 generates.
  • the inlet valve 16 of the pressure control module 12 is switched by flowing in the blocking position and the exhaust valve 20 by energizing in the forward position. Then, the control terminal of the relay valve 26 and also the working port 28 of the pressure control module 12 are connected to the vent 18 of the pressure control module 12. This causes the spring brake chamber 36 of the spring brake cylinder 38 is vented and thereby zuspannt the spring brake. At the same time, the 3/2-way solenoid valve 56 'remains de-energized, so that the connection between the pressure fluid supply 52 and the other input 60 of the shuttle valve 42 is locked.
  • control connection 48 of the trailer control valve 50 is then vented via the outlet 44 of the shuttle valve 42 and the vent 18 of the pressure control module 12, which leads to a ventilation of the working connection of the trailer control valve 50 and thus to aeration of the coupling head "brake.” In this case therefore tensioned the parking or parking brakes of the towing vehicle and also clamped when the trailer coupled to the trailer, the brakes of the trailer.
  • the inlet valve 16 and the outlet valve 20 of the pressure control module 12 are brought into their spring-loaded blocking position, while the outflowing backup valve 24 is spring-loaded in passage Position passes to connect the control port 22 of the pressure control module 12 and thus the control port of the relay valve 26 with the pneumatic valve 56 ".
  • the driver of the towing vehicle can determine the loss of parking brake in case of failure of the priority electric parking brake circuit by rolling the vehicle despite actuated parking brake , he actuates the pneumatic valve 56 ", whereby the control terminal 22 of the pressure control module 12 is connected to the vent 62 of the pneumatic valve 56" Coupling head "brake” is vented to also harness the trailer brakes.
  • the de-energized 3/2-way solenoid valve 56 still blocks the connection between the pressure fluid supply 52 and the other input 60 of the shuttle valve 42.
  • FIG. 6 shows a situation in which the parking brake is used as an auxiliary brake in the context of an auxiliary brake function to brake in a failure of the service brake as a redundant level of safety, the moving towing vehicle and optionally the coupled trailer by means of a controlled braking force.
  • the driver actuates the electric parking brake signal generator 2 in the position for the "auxiliary brake", depending on the duration and / or the degree of operation of electrical signals between a complete application of the parking brake signal representative and a complete release of the parking brake signal representing the electronic parking brake
  • This controls corresponding electrical signals in the control unit 10 of the pressure control module 12 to the intake valve 16 and the exhaust valve 20, for example, stepped to energize or to flow to the working port 28 of the pressure control module 12 a the degree of actuation or To generate the operating duration of the parking brake signal generator 2 corresponding working pressure, with which then the spring brake chamber 36 of the spring-loaded brake cylinder 38 or the coupling head "brake” is applied to the traveling towing vehicle or the vehicle pulling train with a controlled braking force.
  • This controlled braking force is then dependent on the degree of actuation and / or the duration of the parking brake signal generator 2, which is also formed
  • the backup valve 24 remains completely energized in the auxiliary brake function, and the 3
  • a trailer control function according to FIG. 7 can be carried out, in which the parking brake, in particular the spring-loaded brake of the towing vehicle, is tensioned and the brakes of the trailer are released in order to check, when the vehicle train is parked, whether or parking brake braked towing vehicle can hold the vehicle with coupled to the towing vehicle, but unbraked trailer in the braked state.
  • the parking brake signal generator is brought by the driver in the position for the "trailer control function", whereby electrical signals for the parking brake control device 6 and thus for the controller 10 of the pressure control module 12 are generated, which on the one hand ensure that the outlet valve 20 of the pressure control module 12th
  • the control connection of the relay valve 26 and thus also the working port 28 of the pressure regulating module 12 is vented via the vent 18 of the pressure regulating module 12, which causes a low pressure at the one input 40 of the shuttle valve 42 and a Zuspan-
  • the 3/2-way solenoid valve 56 ' is energized and thereby switched to a position in which the pressure fluid supply 52 is connected to the other input 60 of the shuttle valve 42.
  • valve device in a further embodiment of the valve device according to Figure 8 are compared to the embodiment of Figures 1 and Figure 3 to Figure 7 consistent and identically acting components and assemblies characterized by identical reference numerals.
  • the 3/2-way solenoid valve 56 'and the pneumatic valve 56 "as a valve means by a 5/2 -way solenoid valve 64 are replaced.
  • the 5/2-way solenoid valve 64 spring-loaded into a first switching position according to FIG. 8 has a first connection 66 to the control connection 22 of the pressure regulating module 12, a second connection 68 to the other input 60 of the shuttle valve 42 and a fifth connection 70 the pressure fluid supply 52 connected.
  • a fourth port 72 is formed by a vent and a third port 74 forms a barrier port, i. this third port 74 is closed and therefore does not conduct any compressed air or keeps the pressure.
  • the 5/2-way solenoid valve 64 connects the other input 60 of the shuttle valve 42 at the second port 68 to the fourth port 72 of that valve 64, i. with the vent and locks the control port 22 of the pressure control module 12 at the third port 74 from. Furthermore, the fifth port 70 is blocked for the pressure fluid supply 52.
  • An electrical control connection 76 of the 5/2-way solenoid valve 64 can be controlled by the control unit 10 on the one hand by the signal line 55 used by the control unit 10 of the pressure control module 12.
  • the 5/2-way -Magnet valve 64 are controlled directly from the electric parking brake signal generator 2, which is then supplied by a not shown here, in addition to the normal on-board power supply emergency power supply with electrical energy, for example from a battery.
  • the emergency power-operated parking brake signal generator 2 is then designed, for example, by special switching positions in order to control corresponding electrical signals in the context of backup functions.
  • the parking brake signal generator 2 is functionally operated in the corresponding position, whereby on the one hand, the inlet valve 16, the outlet valve 20 and the backup valve 24 of Druckregelmoduls12 according to the description of the previous embodiment in With regard to these functions are controlled by the controller 10 of the pressure control module 12. Furthermore, the 5/2 -way solenoid valve 64 flows and is thus in the spring-loaded switching or basic position shown in Figure 8.
  • the 5/2-way valve 64 directly energized by means of the then emergency powered parking brake signal generator 2, whereby it is also switched against the spring load in its second switching position.
  • the inlet valve 16, the outlet valve 20 and the backup valve 24 of the pressure control module 12 are switched according to the description of the previous embodiment with respect to these functions by the controller 10 of the pressure control module 10 and by their spring load.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Braking Systems And Boosters (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)
  • Regulating Braking Force (AREA)

Abstract

L'invention concerne un dispositif de frein de stationnement électropneumatique (1) d'un véhicule tracteur d'une combinaison véhicule tracteur-remorque pour exécuter au moins une fonction de frein de stationnement à des fins d'immobilisation du véhicule, le dispositif comprenant: a) un émetteur de signal électrique (2) de frein de stationnement pour générer en fonction de l'actionnement des signaux électriques, b) un dispositif de commande électronique (6) du frein de stationnement qui génère des signaux de commande électriques en fonction des signaux électriques de l'émetteur de signal (2) de frein de stationnement. L'invention est caractérisée par : c) un module de régulation de pression (12) électropneumatique commandé par les signaux de commande électriques du dispositif de commande (6) électronique du frein de stationnement, lequel module comprend au moins un appareil de commande (10) électronique qui commande électriquement au moins une soupape d'admission (16) reliée à un raccord de réserve (14), au moins une soupape de sortie (20) reliée à une purge (18) ainsi qu'au moins une soupape de secours (24) reliée à un raccord de commande (22) ainsi qu'au moins une soupape relais (26) qui est pilotée pneumatiquement par une pression pilote générée par la soupape d'admission (16) ou la soupape de sortie (20) et qui règle au maximum à partir de la pression au raccord de réserve (14) une pression de travail à un raccord de travail (28) en fonction de la pression pilote ou relie le raccord de travail (28) à la purge (18), le raccord de travail (28) étant raccordé d'un côté à au moins un cylindre d'accumulateur à ressort pour frein (38) et de l'autre côté à une entrée (40) d'une soupape à deux voies (42), d) au moins une réserve de fluide sous pression (52) qui est reliée au raccord de réserve (14) du module de régulation de pression (12) ainsi qu'à un dispositif de soupape (56 ; 64) qui peut être commandé au moins en partie électriquement et par lequel la réserve de fluide sous pression (52) peut être reliée à l'autre entrée (60) de la soupape à deux voies (42) et le raccord de commande (22) du module de régulation de pression (12) peut être purgé, e) la sortie (44) de la soupape à deux voies (42) étant reliée à un raccord de commande (48) d'un dispositif de soupape de commande de remorque (50) qui génère une pression de freinage pour la remorque en fonction de la pression à son raccord de commande (48).
PCT/EP2012/056431 2011-04-12 2012-04-10 Dispositif de frein de stationnement électropneumatique d'un véhicule Ceased WO2012140002A2 (fr)

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DE102011016740.4A DE102011016740B4 (de) 2011-04-12 2011-04-12 Elektro-pneumatische Feststellbremseinrichtung eines Fahrzeugs
DE102011016740.4 2011-04-12

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WO2012140002A2 true WO2012140002A2 (fr) 2012-10-18
WO2012140002A3 WO2012140002A3 (fr) 2013-04-04

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CN103386958A (zh) * 2013-07-31 2013-11-13 中联重科股份有限公司 后桥制动装置、车桥制动系统、方法和车辆
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DE102015106150A1 (de) * 2015-04-22 2016-10-27 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Parkbremseinrichtung für Kraftfahrzeuge
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CN103386958B (zh) * 2013-07-31 2015-06-17 中联重科股份有限公司 后桥制动装置、车桥制动系统、方法和车辆
US11377079B2 (en) * 2017-03-21 2022-07-05 Zf Cv Systems Europe Bv Electronically controllable braking system and method for controlling the electronically controllable braking system
US11807208B2 (en) * 2017-03-21 2023-11-07 Zf Cv Systems Europe Bv Integrated trailer control module with external electro-pneumatic parking brake unit
CN118977571A (zh) * 2024-08-05 2024-11-19 广东迈科盛电子有限公司 一种供电装置和车辆

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DE102011016740A1 (de) 2012-10-18
WO2012140002A3 (fr) 2013-04-04

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