CN110636959B

CN110636959B - Rotary switch for an electronic parking brake device of a vehicle, in particular a commercial vehicle

Info

Publication number: CN110636959B
Application number: CN201880032903.4A
Authority: CN
Inventors: F·泽曼
Original assignee: Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Current assignee: Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Priority date: 2017-03-16
Filing date: 2018-03-06
Publication date: 2022-11-15
Anticipated expiration: 2038-03-06
Also published as: CN110636959A; WO2018166848A1; DE102017105688A1; EP3595945A1; BR112019018631A2

Abstract

<xnotran> , (10;10 ';10 ″) (12;12'; 12 ″), (14;14 ';14 ″) (16;16'; 16 ″), , (14;14 ';14 ″) (16;16'; 16 ″) (D; D '; D ″) , (12;12'; 12 ″) (S1; S1'; S1 ″) (S2; S2'; S2 ″), (S1; S1'; S1 ″) (14;14', 14 ″) (DR 1; DR1'; DR1 ″) (16;16'; 16 ") , (S2; S2'; S2 ″) (14;14'; 14 ″) (DR 2; DR2'; DR2 ″) , (DR 1; DR1'; DR1 ″) (DR 2; DR2'; DR2 ″) , (S1; S1'; S1 ″) (10;10 ';10 ″) , (S2; S2'; S2 ″) , (12;12 ';12 ″) (18;18'; 18 ″ </xnotran> ) In particular a servomotor. The invention further relates to a parking brake device (10.

Description

Rotary switch for an electronic parking brake device of a vehicle, in particular a commercial vehicle

Technical Field

The invention relates to a rotary switch for controlling an electronic parking brake device of a vehicle, in particular a commercial vehicle, having a rotary knob, a rotation axis and a rotary knob counterpart, wherein the rotary knob and the rotary knob counterpart can be rotated relative to each other about the rotation axis, and a parking brake device having such a rotary switch.

Background

Operating devices for parking brakes in the form of manually operable (rotary) switches are known from the prior art, by means of which operating states of in particular electronic parking brakes can be controlled, for example from WO 2011/039556 A1, cn 203958116 u, EP 2468590 A1, EP 2045157 A2, EP 1997700 b1, de 10 2006 041 A1, de 2008 003 379 A1, us 7,373,855 b2, WO 2010/078880 A1, de 197 51 a 431 A1, de 10 2006 036 A1, EP 2 133 A2, de 199 55 797 A1 and EP 2108555 A2.

Disclosure of Invention

The object of the present invention is therefore to improve an actuating device of the type mentioned at the outset in the form of a rotary switch in an advantageous manner, in particular as follows: this makes it possible to virtually eliminate incorrect actuation of the rotary switch by the user, in particular by the driver of a commercial vehicle, and makes the actuation of the rotary switch by the driver more convenient and more intuitive.

It is proposed that a rotary switch for controlling an electronic parking brake device of a vehicle, in particular a commercial vehicle, comprises a rotary knob and a rotary knob counterpart, wherein the rotary knob and the rotary knob counterpart can be rotated relative to each other about an axis of rotation, wherein the rotary switch has at least one first switching state and at least one second switching state, wherein the first switching state corresponds to a first rotary movement of the rotary knob relative to the rotary knob counterpart in a first rotary direction and the second switching state corresponds to a second rotary movement of the rotary knob relative to the rotary knob counterpart in a second rotary direction, wherein the first rotary direction is opposite to the second rotary direction, wherein the first switching state corresponds to the electronic parking brake device being activated and the second switching state corresponds to the electronic parking brake device being deactivated, and wherein the rotary switch comprises a rotary drive, in particular a servomotor.

The invention is based on the idea that by providing a rotary drive on a rotary switch, a first and a second switching state of the rotary switch can be brought about automatically by the rotary drive. The release and activation of the electronic parking brake device is thus effected automatically, for example, by corresponding control signals of a control unit of the electronic parking brake device. This offers the advantage, in particular, that malfunctions in the operation of the electronic parking brake device, for example due to incorrect actuation of the rotary switch by the driver, can be virtually ruled out in the future. This significantly improves the operational safety of the electronic parking brake device and the commercial vehicle as a whole. One application case that shows the control advantages of a rotary drive may for example come from the following situation: the driver wishes the commercial vehicle to start moving already after its starting process, while the electronic parking brake of the commercial vehicle is still active. In this case, the control unit of the electronic parking brake device recognizes this functional discrepancy and in response thereto automatically controls the rotary drive of the rotary switch by means of a corresponding signal. The release of the electronic parking brake device then takes place.

It can also be provided that the rotary switch has at least one first stop and at least one second stop, wherein the first stop delimits a first rotary movement of the rotary switch and the second stop delimits a second rotary movement of the rotary switch. By means of such radial delimitation, a defined switching characteristic can be provided. The first and second rotational directions may also be caused automatically by a rotational driver and/or by a manual rotation of a knob. The radial limitation of the first rotary movement can therefore unambiguously bring about a first switching state, and the radial limitation of the second rotary movement can likewise unambiguously bring about a second switching state. By means of such respective radial limitation, it is also ensured that the driver operates the rotary switch easily and intuitively. In order to ensure that the design of the rotary knob is as simple as possible, the first and second stop are preferably arranged on the rotary knob counterpart. It is also contemplated, however, that the first and second stops may be provided on the knob.

It is also conceivable that the rotary knob can be automatically rotated by means of the rotary drive between the first stop and the second stop in the first or second rotational direction relative to the rotary knob counterpart. Without such a restriction in a particular circumferential section of the circular trajectory of motion of the knob, it may not be possible for the rotary driver to automatically twist the knob within that circumferential section with the necessary positioning accuracy. This may lead to the undesired result that no definite change of the switching state of the rotary switch can be caused. In this respect, the two stops significantly improve the functional reliability and the intuitive operability of the rotary switch.

Furthermore, it may be provided that the rotary switch is monostable, wherein a first unstable switch state corresponds to the electronic parking brake being activated, a second unstable switch state corresponds to the electronic parking brake being released, and a stable initial state does not control the electronic parking brake.

It is equally well possible, however, for the first unstable switching state to correspond to the electronic parking brake being released and the second unstable switching state to correspond to its activation.

It can thus be further provided that a stable initial state of the rotary switch is brought about by a stable initial position of the rotary switch relative to the rotary switch counterpart, the stable initial position being located between the first and the second stop, the first unstable switching state being brought about by a first, in particular manual, rotary movement of the rotary switch, in particular starting from its stable initial position, in a first rotary direction up to the first stop, and the second unstable switching state being brought about by a second, in particular manual, rotary movement of the rotary switch, in particular starting from its stable initial position, in a second rotary direction up to the second stop, the first rotary direction being opposite to the second rotary direction. This rotary switch concept provides the driver with a rotary switch which can be operated particularly intuitively, since the monostable rotary switch is always in its stable, and therefore unambiguous, initial position in the inoperative state.

It is also conceivable that the first switching state is not triggered as soon as the first stop is reached. The first switching state can already be triggered when the knob is spaced apart from the first stop on its circular path of movement, although it is already in the vicinity of the first stop. After reaching the first stop, the rotary knob can be reset, for example automatically, for example by a rotary drive, into the stable starting position. Similarly to the first switching state, the second switching state can also already be triggered if the rotary knob is still spaced apart from the second stop on its circular path of movement. The second switching state may be a switching state that is always functionally opposite to the first switching state. A particularly intuitive monostable rotary switch actuation for the driver is brought about by the functional association of a first rotary movement of the rotary knob in a first direction of rotation (preferably up to a first stop) with a first operating state (for example released) and a second rotary movement in a second direction of rotation opposite the first rotary movement with a second operating state (for example activated) opposite the first operating state.

Furthermore, it can be provided that the rotary switch has at least one first and at least one second torsion spring, wherein the rotary drive and/or the first torsion spring and the second torsion spring automatically return the rotary knob to the stable starting position as a result of the, in particular, manual, first rotary movement or as a result of the, in particular, manual, second rotary movement. Embodiments are conceivable in which: in these embodiments, it does not matter to which extent the knob is twisted in the respective rotational direction from its stable initial position. Instead of or in addition to the rotary drive, the return of the rotary knob to its initial position can also be effected by using a first and a second torsion spring. The first and second torsion springs are particularly advantageous in those cases in which the knob can no longer be automatically reset to the stable initial position due to a failure of the rotary drive.

Furthermore, it may be provided that the rotary switch is bistable, wherein a first stable switching state corresponds to the electronic parking brake device being activated and a second stable switching state corresponds to the electronic parking brake device being released. However, it is equally well possible for the first stable switching state to correspond to the release of the electronic parking brake device and the second stable switching state to correspond to the activation thereof. An intuitive operation is possible by the bistable switching behavior, since at least two stable switch positions can be assumed which are easily recognizable to the user.

It is also conceivable that the knob can be latched on the first stop and on the second stop. This creates an opportunity, in particular for the driver, to: the first and second stable switching states can be caused safely, unambiguously and intuitively.

In order to bring about the first or second switching state, it can be provided that the first stable switching state is caused by a first, in particular manual, rotational movement of the rotary knob, in particular starting from the second stop, in a first rotational direction up to the first stop, and the second stable switching state is caused by a second, in particular manual, rotational movement of the rotary knob, in particular starting from the first stop, in a second rotational direction up to the second stop, wherein the first rotational direction is opposite to the second rotational direction. This means in particular that, in addition to the respective operating state corresponding to the respective direction of rotation of the rotary switch, a correspondence of the respective operating state to the respective latching position of the rotary knob relative to the rotary knob counterpart results. This supplementary possibility of correspondence gives the driver further assistance, so that the rotary switch can be operated as intuitively as possible and thus the possibility of incorrect operation is reduced. For example, the latching cams or latching grooves required for this purpose can be provided on the first stop and on the second stop of the rotary switch. Thus, alternatively, at least one latching projection can be arranged on the rotary knob and at least one latching groove can be arranged on the first and second stop, respectively. Alternatively, it can also be provided that at least one latching projection is arranged on the first and second stop, respectively, and at least one latching groove is arranged on the rotary knob. Typically, the knob may always be in the first or second detent position. However, it may happen that the driver cannot actuate the rotary knob until the first or second detent position is reached, but rather the driver releases the rotary knob between the first and second detent position (for example due to slippage). In this case, the rotary drive can automatically rotate the rotary knob to a stop which is closer to the detent projection or detent groove of the rotary knob when the rotary knob is released.

It is also conceivable for the rotary switch to comprise at least one illumination device and at least one symbol, which indicate the operating state of the electronic parking brake device. In addition to the first and second switching states of the rotary switch corresponding one-to-one to the first and second switching operating states of the electronic parking brake device, it may also be of great importance to improve the intuitiveness of the, in particular, manual operation that the operating state of the electronic parking brake device is visually displayed on the rotary switch. For example, two lighting devices in the form of differently colored LEDs may be provided near the first and second stops of the rotary switch in order to visually display the current operating state of the electronic parking brake device.

It is also conceivable that the lighting means and/or the symbol are arranged on the knob. The display of the operating state of the electronic parking brake device becomes particularly effective, convenient and intuitive if the lighting means and/or symbols are directly fitted on the knob of the rotary switch. Since it is generally considered that, as a result of the driver manually operating the knob, the knob falls first into his field of view and therefore the visual display of the operating state of the electronic parking brake device can be perceived most effectively and clearly by the driver.

However, it can also be provided that the lighting device and/or the symbol is arranged on the knob partner. Finally, it is considered that this case brings cost advantages compared to the arrangement of the lighting means and/or the symbols on a knob which is rotatable as a function of the function. Thus, in view of the expected cost advantages, it may be reasonable to reduce the introduction of information to the driver by visual display.

Furthermore, it can be provided that the symbol can be illuminated by means of an illumination device. This is advantageous in particular in the case of a commercial vehicle whose environmental conditions are dark (for example during night driving).

In particular, it can be provided that the rotary switch is arranged on a dashboard of a vehicle, in particular a commercial vehicle. As a result, the electronic parking brake device is in close proximity to the driver and can therefore always be operated safely and conveniently.

It is also conceivable that the operating state of the electronic parking brake device (10, 10',10 ") can be controlled proportionally by means of a rotary switch (12, 12', 12") as a function of the rotary movement of the rotary knob (14, 14',14 ") relative to the rotary knob counterpart (16, 16', 16"). Such a proportional control can be realized, for example, by means of a potentiometer. Other technical solutions are conceivable which enable the aforementioned proportional control. In the case of a monostable rotary switch, the activation of the electronic parking brake is effected proportionally by a first rotary movement of the rotary knob in the first direction of rotation from its stable starting position up to the first stop. The release of the electronic parking brake in the case of a monostable rotary switch takes place analogously thereto. If a bistable rotary switch is used, the activation of the electronic parking brake device can be effected, for example, proportionally by a first rotary movement of the rotary knob in the first direction of rotation from the second stop to the first stop. The electronic parking brake is released in the case of a bistable rotary switch in a similar manner.

The invention further relates to an electronic parking brake device for a vehicle, in particular a commercial vehicle, having at least one rotary switch.

Drawings

Further details and advantages of the invention will now be explained in more detail with reference to three embodiments shown in the drawings.

The figures show:

fig. 1 is a schematic perspective front view of a rotary switch according to the invention and a first embodiment of a parking brake device according to the invention;

fig. 2a schematic perspective front view of a rotary switch according to the invention and a second embodiment of a parking brake device according to the invention;

fig. 2b is a front view of a second embodiment of a rotary switch according to the present invention;

fig. 2c is another front view of a second embodiment of a rotary switch according to the present invention;

fig. 3a schematic perspective front view of a rotary switch according to the invention and a third embodiment of a parking brake device according to the invention;

fig. 3b is a front view of a third embodiment of a rotary switch according to the invention; and

fig. 3c shows another front view of a third embodiment of a rotary switch according to the invention.

Detailed Description

Fig. 1 schematically shows an electronic parking brake device 10 according to the invention for a commercial vehicle and a first exemplary embodiment of a rotary switch 12 according to the invention for a commercial vehicle, which is schematically illustrated in a perspective view from the front.

Further, the electronic parking brake device includes two electric wires L.

The rotary switch 12 also includes a knob 14 and a knob counterpart 16.

Furthermore, the rotary switch 12 has a rotary drive 18, in particular a servomotor.

According to this first embodiment, the rotary switch 12 comprises a first stop 20 and a second stop 22 on the knob partner 16.

The rotary switch 12 also has a first switching state S1 and a second switching state S2.

Furthermore, the rotary switch 12 has a first rotary direction DR1 and a second rotary direction DR2.

In addition, the rotary switch 12 has a rotation axis D.

The rotary switch is also provided with a potentiometer, which is not shown in fig. 1.

The operation of the rotary switch 12 can now be described as follows:

the electronic parking brake 10 is connected via two lines L to a rotary switch 12, by means of which the parking brake 10 of the commercial vehicle can also be (semi-) automatically controlled.

The knob 14 is shown schematically as a cylinder in fig. 1. However, the knob 14 may have other shapes than a cylinder. Other geometries, in particular rotationally symmetrical, are also conceivable, for example cones or truncated cones.

The same applies to the knob partner 16, which is shown in fig. 1 as a thin-walled plate. The latter may also have any other geometric shape or shape structure, in particular a thin-walled geometric shape or shape structure, such as a disk or a can.

Fig. 1 also shows an axis of rotation D in the form of a center line, about which the rotary knob 14 and the rotary knob counterpart 16 can be rotated relative to one another.

Thus, the first switching state S1 corresponds to a first rotational movement of the rotary knob 14 in the first rotational direction DR1 relative to the rotary knob counterpart 16 and the second switching state S2 corresponds to a second rotational movement of the rotary knob 14 in the second rotational direction DR2 relative to the rotary knob counterpart. The first and second directions of rotation DR1 and DR2 are indicated in fig. 1 by means of two arrows which are arranged on the knob partner 16 above the knob 14. In the present case, the first rotational direction DR1 corresponds to a rotational direction in a clockwise direction, and the second rotational direction DR2 corresponds to a rotational direction in a counterclockwise direction. But the opposite may also be true. In any case, it must be ensured that the function of the first direction of rotation DR1 is definitely implemented opposite to the second direction of rotation DR2.

Furthermore, the first switching state S1 corresponds to the activation (parking) of the electronic parking brake device 10 and the second switching state S2 corresponds to the deactivation (driving) thereof. However, it is also possible that the first switching state S1 corresponds to the release of the electronic parking brake device 10 and the second switching state S2 corresponds to the activation thereof.

The rotary drive 18 is provided for (semi-) automatically (i.e. in particular after a corresponding (light) operation) rotating the rotary knob 14 in the first or second direction of rotation DR1 or DR2 in order thereby to bring about the first or second switching state S1 or S2.

Thus, the release or activation of the electronic parking brake device 10 can be automated and performed in response to a corresponding signal generated by a control unit (not shown in fig. 1) of the parking brake device 10.

The purpose of the first stop 20 is to delimit a first rotational movement of the knob 14. Thus, the second stop 22 limits the second rotational movement of the knob 14.

The first and

second stops

20 and 22 are marked on the knob partner 16 by two markings 34.

By providing the first and

second stops

20 and 22, the rotary knob 14 is thus automatically rotated by means of the rotary drive 18 in the first or second direction of rotation DR1 or DR2 between the first stop 20 and the second stop 22 relative to the rotary knob counterpart 16. It is thereby possible to reliably and clearly bring about the first or second switching state S1, S2 of the rotary switch 12, either manually or semi-automatically, by means of the rotary drive 18.

In order that the driver of the commercial vehicle can always operate the rotary switch 12 safely and ergonomically, it is particularly advantageous to arrange the rotary switch 12 in the direct operating range of the driver. For this reason, the rotary switch 12 is mounted on the dashboard (not shown in fig. 1) of the commercial vehicle.

Furthermore, a rotary switch 12 is provided for proportionally controlling the operating state of the electronic parking brake device 10 in accordance with a first and a second rotary movement of the rotary knob 14 relative to the rotary knob counterpart 16.

The proportional control is effected by means of a potentiometer (not shown in fig. 1) comprising a rotary switch 12. The potentiometer generates a proportional control signal based on the rotational position of the knob 14 (relative to the knob partner) caused by the corresponding rotational movement. This control signal is then transmitted to the electronic control unit, so that the corresponding operating state of the electronic parking brake device 10 is achieved.

Furthermore, the rotary switch 12 is adapted to perform other control tasks related to the electronic parking brake device 10, which have not been mentioned so far. In this respect, the most important control task is to carry out the so-called "trailer test".

Fig. 2a shows a schematic perspective view of a front view of a second embodiment of a rotary switch 12' according to the invention with all the structural and functional features and advantages of the rotary switch 12 according to fig. 1.

Additionally, the rotary switch 12' comprises a first torsion spring and a second torsion spring (not shown in fig. 2 a).

Specifically for this embodiment, the rotary switch 12' has a first unstable switch state S1', a second unstable switch state S2', and a stable initial state.

In addition, the rotary switch 12' includes a plurality of illumination devices 28' and symbols 30' on the knob pair.

In addition, a mark 34 'in the form of a dashed line is provided on the knob 14'.

The knob 14 'also has the initial position P' is stabilized.

The operation of the rotary switch 12' according to this second embodiment can now be described as follows:

the rotary switch 12 'is functionally embodied here as a monostable rotary switch 12'.

That is, the first unstable switching state S1' corresponds to the electronic parking brake device 10' being released (R = "Release", released or running), and the second unstable switching state S2' corresponds to the activation thereof (P = "Park", parking). It is equally well possible that the first unstable switching state S1' corresponds to the activation of the electronic parking brake device 10' and the second unstable switching state S2' corresponds to the deactivation thereof.

In this case, the electronic parking brake device 10 'is activated and deactivated by the monostable rotary switch 12' in proportion to the rotary movement of the rotary switch. This means that the activation of the electronic parking brake device 10 'by means of the monostable rotary switch 12' takes place in proportion to the first rotary movement of the rotary knob 14 'in the first direction of rotation DR1' starting from its stable position P 'up to the first stop 20'. Similarly, the electronic parking brake device 10 'can be released by the monostable rotary switch 12'.

The stable initial state of the rotary switch 12 is only used to keep the rotary knob 14 'in a stable initial position P' to which it is always reset again due to any rotary movement, without this being possible

In order to indicate to the driver the position of the rotary knob 14 'relative to the rotary knob counterpart 16', a marking 34', for example in the form of a dashed line, is provided on the rotary knob 14'. Another marking, also embodied for example as a dashed line, is arranged on the knob counterpart 16' and is a symbol of the stable initial position P ' of the knob 14 '. Thus, when the marking 34' on the knob 14' and the marking of the stable initial position P ' on the knob counterpart 16' are aligned with each other, there is a stable initial state of the rotary switch 12'.

The stable initial state of the rotary switch 12 'is thus caused by the stable initial position P' of the rotary knob 14 'relative to the rotary knob counterpart 16'. The stable starting position P' is located here between the first and

second stop

20 or 22, preferably centrally.

If the driver now wants to bring about the first unstable switching state S1', the first unstable switching state S1' is brought about by a first, in particular manual, rotational movement of the rotary knob 14' about the rotational axis D ', in particular starting from its stable starting position P ', in the first rotational direction DR1' up to the first stop 20 '.

Accordingly, the second unstable switching state S2 'is caused by a second, in particular manual, rotational movement of the rotary knob 14' about the rotational axis D ', in particular starting from its stable starting position P', in the second rotational direction DR2 'up to the second stop 22'. In order to cause the first and second unstable switching states S1 'or S2' in a functionally unambiguous and reliable manner, the first direction of rotation DR1 'is opposite to the second direction of rotation DR 2'.

A first unstable switch state S1 'exists when the mark 34' on the knob 14 'is temporarily aligned with the mark on the first stop 20'. Thus, a second unstable switch state S2' exists when the mark 34' on the knob 14' is temporarily aligned with the mark on the second stop 22.

For this embodiment, first and second torsion springs (not shown in fig. 2a, respectively) are used to reset the knob 14 'to the stable initial position P'.

However, it is also possible to use the rotary drive 18 'for resetting, i.e. the rotary drive 18' and/or the first torsion spring and the second torsion spring automatically reset the rotary knob 14 'to the stable starting position P' as a result of the in particular manual first rotary movement or as a result of the in particular manual second rotary movement.

In order to visually display the operating state of the electronic parking brake device 10' to the driver, the rotary switch 12' comprises a plurality of lighting devices 28' and symbols 30' which are arranged on the knob partner 16 '.

However, it is also entirely possible here for the lighting device 28' and/or the symbol 30' to be arranged on the rotary knob 14 '.

In fig. 2a, the corresponding symbol 30' corresponds to the operating state of the electronic parking brake device 10' (P ' stands for "park", i.e. "activate", and "R" stands for the more general international english word "Release", which may correspond to the german word

Unclamping). These symbols are arranged in the region of the first and second stops 20' or 22' such that the first and second unstable switching states S1' or S2' of the rotary switch 12 are clearly correlated with the respective operating state of the electronic parking brake device 10 '.

Furthermore, a lighting device 28' is provided on the knob partner 16' in the region of the first and second stops 20' and 22', which is illuminated as soon as the unstable switching state Sl ' or S2' has been occupied by the rotary switch 12'. For example, it is conceivable to provide a green LED for the release and a red LED for the activation of the electronic parking brake device, similar to the color of the traffic light in road traffic.

In the present exemplary embodiment, a further symbol 30' is also arranged on the knob counterpart 16' in the region above the knob 14 '. The symbol 30 'may also be illuminated by means of the illumination means 28'. This ensures additional information acquisition which is effective in particular when the rotary switch 12' is used in the dark.

The monostable rotary switch 12' is used in addition to its previously described function to perform a so-called "trailer test". For this purpose, the rotary knob 14' in the operating state in which the electronic parking brake device 10' is already activated again shifts to the unstable switching state S1' or S2' corresponding to the activation of the electronic parking brake device 10 '. Other functional embodiments are also conceivable in general in order to carry out a "trailer test" by means of the monostable rotary switch 12'.

Fig. 2b shows a front view of a more specific configuration of the monostable rotary switch 12 'of fig. 2a, for the case of activation of the parking brake device 10'.

Fig. 2c also shows a front view of a more specific configuration of the monostable rotary switch 12 'of fig. 2a, but for the case of release of the electronic parking brake device 10'.

In fig. 2b and 2c, for example, the markings for characterizing the first and second stop 20' or 22', i.e. the marking 34' on the rotary knob 14', are not shown, for symbolizing the arrows of the first and second direction of rotation DR1' and DR2', and for stabilizing the initial position P '. This does not mean, however, that the monostable rotary switch 12' of figures 2b and 2c cannot have all of the structural and functional features and advantages of the monostable rotary switch of figure 2 a.

Fig. 3a shows a schematic perspective view of a front view of a third embodiment of a rotary switch 12 "according to the invention with all the structural and functional features of the rotary switch 12 of 1 and its advantages.

Specifically for this embodiment, the rotary switch 12 "has a first stable switching state S1" and a second stable switching state S2 ".

In addition, the rotary switch 12 "includes a plurality of lighting devices 28" symbols 30 "disposed on the knob partner 16".

Indicia 34 "are also provided on the knob 14".

The operation of the rotary switch 12 "according to this third embodiment can be described as follows:

the rotary switch is in this case functionally designed as a bistable rotary switch 12 ″.

Here, the first stable switching state S1 "corresponds to the release of the electronic parking brake device 10" and the second stable switching state S2 "corresponds to the activation thereof. However, it is equally well possible for the first stable switching state S1 "to correspond to the activation of the electronic parking brake device 10" and the second stable switching state S2 "to correspond to the deactivation thereof.

In this case, the electronic parking brake device 10 ″ is activated and deactivated by the bistable rotary switch 12 ″ in proportion to the rotary movement of the rotary switch. The activation of the electronic parking brake device 10 ″ by means of the bistable rotary switch 12 ″ therefore takes place in proportion to a first rotary movement of the rotary knob 14 ″ in the first rotary direction DR1 ″ starting from the second stop 22 ″ up to the first stop 20 ″. The electronic parking brake device can be released analogously by means of a bistable rotary switch.

In addition, the knob 14 "latches onto the first stop 20" and the second stop 22 ". This function is advantageous in connection with the bistable rotary switch 12", since the first and second stable switching states S1" or S2 "of the rotary switch 12" can be made reliable and clear by latching the rotary knob 14 "with the rotary knob counterpart 16".

The first stable switching state S1 "is caused by a first, in particular manual, rotational movement of the rotary knob 14" about the rotational axis D ", in particular starting from the second stop 22" in the first rotational direction DR1 "as far as the first stop 20". Similarly, the second stable switching state S2 "is caused by a second, in particular manual, rotational movement of the rotary knob 14" about the rotational axis D ", in particular starting from the first stop 20" in the second rotational direction DR2 "up to the second stop 22".

To ensure a clear implementation of the function, the first direction of rotation DR1 "is opposite to the second direction of rotation DR 2".

It is equally well possible, however, for the lighting means 28 "and/or the symbol 30" to be arranged on the rotary knob 14 ".

In the present embodiment, the corresponding symbol 30 "corresponds to the operating state of the electronic parking brake device 10" (P "for" parking ", i.e.," activating ", and" R "for the more international english word" Release ", which may be equivalent to the german word

Unclamping). The reference sign 30 "is arranged in the region of the first and second stops 20" and 22 "such that the first and second stable switching states S1" and S2 "of the rotary switch 12" are clearly correlated with the respective operating state of the electronic parking brake device 10 ".

Furthermore, a lighting device 28 ", for example an LED, is provided on the knob partner 16" in the region of the first and second stop 20 "and 22", respectively, which lighting device is illuminated as soon as the first or second switch state S2 "or S1" has been occupied by the rotary switch 12 ". For example, it is conceivable to provide a green LED for the release and a red LED for the activation of the electronic parking brake device, similar to the color of the traffic light in road traffic.

Furthermore, a further symbol 30 "is arranged on the knob partner 16" in the region above the knob 14 ". The symbol 30 "may also be illuminated by means of the illumination device 28". This ensures additional information acquisition, which is advantageous in particular when the rotary switch 12 ″ is used in the dark.

The bistable rotary switch 12 ″ is used in addition to the presently described function for carrying out a so-called "trailer test". For this purpose, a further third stop (not shown in fig. 3 a) is required, which is arranged in the vicinity of the stop 20 ", 22" corresponding to the activation of the electronic parking brake device 10 ". Furthermore, the third stop is not between the two stops 20 ", 22" in order to ensure as intuitive an operation as possible of the rotary switch 12 ". To perform the "trailer test", the knob 14 "is twisted until it latches onto the third stop. Other functional embodiments are also conceivable in general in order to carry out a "trailer test" by means of the bistable rotary switch 12 ".

Fig. 3b shows a front view of a more specific configuration of the bistable rotary switch 12 "of fig. 3a, for the case of activation of the electronic parking brake device 10".

Fig. 3c also shows a front view of a more detailed configuration of the bistable rotary switch 12 "of fig. 3a, for the case of release of the electronic parking brake device 10".

Not shown in fig. 3b and 3c are, for example, markings for characterizing the first and second stops 20 "and 22", illumination means 28 "in the form of green and red LEDs 28, and arrows for symbolizing the first and second directions of rotation DR 1" and DR2 ". In principle, however, these features can also be provided.

List of reference numerals

10. Electronic parking brake device

12. Rotary switch

14. Rotary knob

16. Knob pairing piece

18. Rotary drive

20. First stop

22. Second stop

34. Marking

D axis of rotation

51. First switch state

52. Second switch state

DR1 first direction of rotation

DR2 second direction of rotation

L-shaped conducting wire

10' electronic parking brake device

12' rotary switch

14' knob

16' knob counterpart

18' rotary drive

20' first stop

22' second stop

28' lighting device

30' symbol

34' marking

D' axis of rotation

S1' first unstable switch state

S2' second unstable switch state

DR1' first direction of rotation

DR2' second direction of rotation

P' stable initial position

L' conductor

10' electronic parking brake device

12' rotary switch

14' knob

16' knob counterpart

18' rotary driver

20' first stop

22' second stop

28' lighting device

30' symbol

34' mark

D' axis of rotation

S1' first stable switching state

S2' second stable switch state

DR1' first direction of rotation

DR2' second direction of rotation

L' conductor

Claims

1. <xnotran> (10;10 ';10 ″) (12;12'; 12 ″), (14;14 ';14 ″) (16;16'; 16 ″), , (14;14 ';14 ″) (16;16'; 16 ″) (D; D '; D ″) , , (12;12'; 12 ″) (S1; S1'; S1 ″) (S2; S2'; S2 ″), , (S1; S1'; S1 ″) (14;14', 14 ″) (DR 1; DR1'; DR1 ″) (16;16'; 16 ") (S2; S2'; S2 ″) (14;14'; 14 ″) (DR 2; DR2'; DR2 ″) , , (DR 1; DR1'; DR1 ″) (DR 2; DR2'; DR2 ″) , , (S1; S1'; S1 ″) (10;10 ';10 ″) , (S2; S2'; S2 ″) , </xnotran>

It is characterized in that the preparation method is characterized in that,

the rotary switch (12; 12') comprises a rotary drive (18,

The rotary switch (12, 12';12 ') is monostable, wherein a first unstable switch state (S1 ') corresponds to the electronic parking brake (10,

the knob (14; 20 ') but still at a distance from the first stop (20, 20';20 '), a first switching state (S1; S1') can be triggered, and/or

The knob (14, 14') can be triggered when it is in the vicinity of the second stop (22.

2. The rotary switch (12.

3. The rotary switch (12, 12',12 ") according to claim 1 or 2, characterized in that a stable initial state of the rotary switch (12.

4. The rotary switch (12.

5. A rotary switch (12; 12';12 ") according to any one of claims 1, 2, 4, characterized in that the rotary switch (12.

6. A rotary switch (12 '; 12') according to claim 5, characterized in that the lighting means (28 '; 28') and/or the symbol (30 '; 30') are arranged on the knob (14.

7. The rotary switch (12, 12';12 ") according to claim 5, characterized in that the illumination means (28 '; 28") and/or the symbol (30 ';30 ") are arranged on a knob counterpart (16.

8. A rotary switch (12 '; 12') according to claim 5, characterized in that the symbol (30 '; 30') can be illuminated by means of the illumination device (28 '; 28').

9. A rotary switch (12; 12';12 ") according to any one of claims 1, 2, 4, 6, 7, 8, characterized in that said rotary switch (12; 12") is arranged on an instrument panel (30'; 30 ") of said vehicle.

10. The rotary switch (12; 12 ") characterized in that the operating state of the electronic parking brake device (10 '; 10") can be controlled proportionally to the rotational movement of the rotary knob (14, 14',14 ") relative to the rotary knob counterpart (16, 16', 16") by means of the rotary switch (12.

11. A rotary switch (12, 12';12 ") according to claim 1, characterized in that the rotary switch (12.

12. A rotary switch (12'; 12 ") according to claim 1, characterized in that said rotary switch (12.

13. A rotary switch (12; 12') according to claim 3, characterized in that the rotary switch (12.

14. Electronic parking brake device (10.

15. Electronic parking brake arrangement (10; 10';10 ") according to claim 14, characterized in that the electronic parking brake arrangement (10.