DE102012013959A1 - Electrically actuated parking brake system for a pneumatic brake system and method for operating an electrically actuated parking brake system - Google Patents

Abstract

The invention relates to an electrically actuatable parking brake system (10) for a pneumatic brake system comprising a control valve device (12) having a first control valve input port (14), a second control valve input port (16) and a control valve output port (18) connected to the first control valve input port (18). 14) coupled to the supply valve (74) and to the second control valve input port (16) coupled control and vent valve means (102).
According to the invention, the control valve outlet port (18) is coupled directly to a first shuttle valve inlet port (40) of a shuttle valve (38), and a shuttle valve outlet port (44) of the shuttle valve (38) is coupled to a relay control port (112) of a relay valve (108) is.
The invention further relates to a method for operating an electrically actuated parking brake system (10).

Description

The present invention relates to an electrically actuated parking brake system for a pneumatic brake system, comprising a control valve device comprising a first control valve input port, a second control valve input port and a control valve output port, a supply valve coupled to the first control valve input port and a pilot and vent valve device coupled to the second control valve input port.

The present invention further relates to a method of operating an electrically actuated parking brake system according to the present invention.

Electrically operated parking brake systems, as perhaps from the DE 10 2008 007 877 B3 are known, may include as necessary elements, in particular a bistable control valve device and a select-low valve, the select-low valve on the output side may be coupled to a pneumatic control input of the control valve device. Previous electrically operated parking brake systems are accordingly complex and difficult to manufacture.

The present invention has for its object to provide an electrically actuated parking brake system that is less complex and easier to manufacture with the same functionality.

This object is achieved with the features of the independent claims.

The invention builds on the generic parking brake system in that the control valve output port is coupled to a first shuttle valve input port of a shuttle valve, and a shuttle valve output port of the shuttle valve is coupled to a relay control port of a relay valve. The coupling can be done in this context, in particular directly, that is without intervening switching elements, for example by means of a simple pneumatic line. The direct coupling can for example be done without simple valves in the pneumatic connection line. In this way, compressed air can be directed from the control valve output port to the relay control input. A select-low valve is not necessary due to the coupling and can be completely eliminated if no trailer test function is needed.

Furthermore, it can be provided that the electrically actuatable parking brake system comprises a control valve device having a first control valve input port, a second control valve input port and a control valve output port, another shuttle valve with a further first shuttle valve input port, another second shuttle valve port and another shuttle valve port and a valve device with a first valve port input port the second valve device input port and a valve device output port includes the further first shuttle valve input port coupled to the control valve output port, the further second shuttle valve input port coupled to the valve device output port, and the further shuttle valve output port coupleable to a trailer control module. In this way, in the control valve device can be dispensed with a pneumatic control input and the complex select-low valve can be replaced due to the changed circuitry by the other shuttle valve, which may be configured for example as a select-high valve, if a trailer test function desired is. Due to the omitted in the control valve device pneumatic control input can still result in greater freedom of design. In particular, a control piston of the control valve device with little or no radial seals, that is in particular O-rings, are guided almost frictionless in the valve housing, whereby the frictional forces to be overcome during switching can be reduced and temperature-dependent variations in the switching characteristic of the control valve device can be reduced. The temperature-dependent scattering can be caused by different temperature-dependent expansions of the radial seals used, so that a larger number of radial seals can increase the possible scattering.

Advantageously, it can be provided that the valve device is designed as a 3/2-way valve. The use of a 3/2-way valve as a valve device allows in a simple manner, the realization of the required switching states of the electrically actuated parking brake system.

Alternatively, it can also be provided that the valve device is designed as two mutually parallel 2/2-way valves. In this way, the required switching states of the electrically operated parking brake system can be realized in a simple manner.

Furthermore, it can be provided that the control valve outlet connection is parallel to the first shuttle valve inlet connection with the further first shuttle valve inlet connection is coupled. In this way, an actuation of the parking brake of a towing vehicle and a trailer can be realized independently of each other, wherein the control of the parking brake of the towing vehicle can be realized via the shuttle valve output port, while the control of the parking brake of the trailer can be realized via the further shuttle valve output port.

It may also be provided that the control valve device comprises a valve seat and a valve seat seal, wherein the valve seat seal in a switching position of the control valve device bears tightly against the valve seat. Valve seat seals, which are in particular no radially acting seals, usually do not generate frictional forces, so that they do not contribute to the dispersion of the switching characteristic.

In addition, it can also be provided that the control valve device comprises a further valve seat and a further valve seat seal, wherein the further valve seat seal rests in a further switching position of the control valve device close to the further valve seat. Valve seat seals, which are in particular no radially acting seals, usually do not generate frictional forces, so that they do not contribute to the dispersion of the switching characteristic.

Advantageously, it is provided that the control valve device comprises a sealing element and an elastic element arranged in a chamber, wherein the sealing element seals the chamber against a switching space of the control valve device. In this way, the switching behavior of the control valve device can be determined based on clearly defined control surfaces within the control valve device.

It can also be provided that the control valve device comprises an elastic element arranged in a chamber, the chamber being connected to a switching space of the control valve device. Through the connection of the chamber with the switching space, a sealing element for sealing between the chamber and the switching space may possibly be omitted, so that a temperature-dependent friction caused by the sealing element, which may affect the switching characteristic of the control valve device, may also be omitted.

Furthermore, it can be provided that the further shuttle valve comprises a resilient element which defines a stable switching position of the further shuttle valve. In this way, a defined stable switching position can be ensured in the pressureless state of the other shuttle valve. Furthermore, the insertion of the electrically actuated parking brake can be accelerated in this way, since a venting of the electrically actuated parking brake system can be done simultaneously via the control valve device and the valve device.

Usefully it can be provided that the further shuttle valve comprises a first valve seat, a first valve seat seal, a second valve seat and a second valve seat seal, wherein in a first switching position of the further shuttle valve, the first valve seat seal is tightly against the first valve seat, and wherein in a second switching position of the further shuttle valve, the second valve seat seal rests close to the second valve seat.

Furthermore, it can be provided that a connection is provided in parallel with the control valve outlet connection and the first shuttle valve inlet connection, via which compressed air for manual release of the electrically actuated parking brake can be supplied. In this way, in the event of a defect, that is to say in particular in the event of a power failure, the parking brake of the vehicle can be released at least temporarily, without additional mechanical interventions, based on an external compressed air supply. The release of the parking brake may be necessary, for example, to tow the vehicle. Due to the positioning of the connection, it can be provided, for example, that the connection is closed during normal operation and must first be opened for manual release of the parking brake, in order to allow manual supply of compressed air.

The generic method according to the invention further developed in that for carrying out a trailer test function, the further shuttle valve is connected via the valve device with a compressed air connection. In this way, the advantages and particularities of the electrically actuated parking brake system according to the invention are also implemented in the context of a method.

The invention will now be described by way of example with reference to the accompanying drawings by way of particularly preferred embodiments.

Show it:

1 an electrically operable parking brake system in a first switching state;

2 an electrically operable parking brake system in a second switching state;

three an electrically operable parking brake system in a third switching state;

4 an electrically operable parking brake system in a fourth switching state;

5 an electrically operable parking brake system in a fifth switching state;

6 an electrically operable parking brake system in a sixth switching state;

7 an electrically operable parking brake system in a seventh switching state;

8th an electrically operable parking brake system in an eighth switching state;

9 another electrically operated parking brake system;

10 another electrically operated parking brake system;

11 another electrically operated parking brake system;

12 a control valve device in a first switching position;

13 a control valve device in a second switching position;

14 a control valve device in a third shift position;

15 another control valve device in a first switching position;

16 another control valve device in a second switching position;

17 another control valve device in a third switching position;

18 a shuttle valve in a first shift position; and

19 a shuttle valve in a second switching position.

In the following drawings, like reference characters designate like or similar parts.

1 shows an electrically operable parking brake system in a first shift position. An in 1 illustrated electrically operated parking brake system 10 may be a control valve device 12 and / or a shuttle valve 38 and / or another shuttle valve 20 and / or a valve device 28 and / or a supply valve 74 and / or a vent valve 76 and / or a control and vent valve device 102 include. The valve device 28 and / or the supply valve 74 and / or the vent valve 76 and / or the control and vent valve device 102 For example, they can be designed as electrically actuated solenoid valves. The supply valve 74 For example, it can be designed as an electrically operable 2/2-way valve and comprise an elastic element, for example a spring, which has a rest position of the supply valve 74 can define. The rest position of the supply valve 74 For example, the in 1 correspond shown switching position. The bleed valve 76 For example, it can be designed as an electrically operable 2/2-way valve and comprise an elastic element, for example a spring. The elastic element of the venting valve 76 can be a rest position of the vent valve 76 define. The rest position of the vent valve 76 can the in 1 shown switching position of the vent valve 76 correspond. The bleed valve 76 and the supply valve 74 can be summarized in a manner not shown to a 3/2-way valve. The control and bleed valve device 102 For example, it can be designed as an electrically operable 3/2-way valve and comprise an elastic element, for example a spring. The elastic element may, for example, a rest position of the control and vent valve device 102 define the in 1 shown switching position of the control and vent valve device 102 can correspond. The control and bleed valve device 102 can be replaced in a manner not shown by two 2/2-way valves. The valve device 28 For example, it can be designed as an electrically operable 3/2-way valve device and comprise an elastic element, for example a spring. The elastic element of the valve device 28 For example, a stable rest position of the valve device 28 define, for example, the in 1 can correspond to the illustrated switching position. The control valve device 12 can be designed for example as a pneumatically actuated 3/2-way valve. The control valve device 12 may comprise an elastic element, for example a spring, which has a stable rest position of the control valve device 12 can define. The stable rest position of the control valve device 12 , for example, in the pressureless state of the electrically actuated parking brake system 10 can be assumed, the in 1 shown switching position of the control valve device 12 correspond. The further shuttle valve 20 may be a select-high valve and may comprise an elastic element which in the pressureless state, a defined rest position of the other shuttle valve 20 Are defined. The elastic element may for example be designed as a spring and the stable rest position, the in 1 shown switching position of the other shuttle valve 20 correspond. The shuttle valve 38 can also be designed as a select high valve. The shuttle valve 38 can analogous to the other shuttle valve 20 a in 1 not shown elastic element comprise, in the non-pressurized state of the shuttle valve 38 to ensure a defined stable switching position. A pressure supply of the electrically operated parking brake system 10 For example, with the help of a compressed air source to a compressed air connection 72 be realized. At the compressed air connection 72 For example, a supply pressure of 8.5 bar can be provided. The supply valve 74 , the control and vent valve device 102 , the valve device 28 and a relay valve 108 can be in parallel with the compressed air connection 72 be coupled. The supply valve 74 can continue via a supply line section 82 with a first control valve input port 14 the control valve device 12 be coupled. The control and bleed valve device 102 Can be via a ventilation line 118 with a second control valve input port 16 be coupled. A sufficiently high pressure level at the first control valve input port 14 and / or at the second control valve input port 16 can / can the control valve device 12 between the in 1 shown first switching position and a in 1 Transfer and / or hold the second shift position, not shown. This pressure-induced influence can occur in 1 be symbolically indicated by the dashed lines. In the control valve device 12 existing pneumatic control surfaces can be dimensioned such that both the first switching position and the second switching position can be stable. A control valve outlet port 18 the control valve device 12 For example, with another first shuttle valve inlet port 22 be coupled. Another second shuttle valve inlet port 24 the further shuttle valve 20 can with a valve outlet outlet 34 the valve device 28 be coupled. The valve device 28 can via a first valve device input port 30 with the compressed air connection 72 be coupled. An in 1 unspecified input terminal of the control and vent valve device 102 can with a vent 104 be coupled. Likewise, a second valve device input port 32 with another vent 80 be coupled. In the 1 Separately illustrated vents can be summarized as needed to a common vent. The vent 104 can continue via a pressure relief line 106 the elastic element of the control valve device 12 relieve. Another shuttle valve outlet 26 can via a trailer control line branch 88 with a trailer control module 36 , in turn, a supply connection 94 and a control terminal 96 may be coupled. At the trailer control line branch 88 can be a pressure sensor 90 be arranged. Another trailer control line branch 86 can from the supply line section 82 starting to another trailer control module 92 lead, with the other trailer control module 92 another supply connection 98 and another control terminal 100 may include. At the further trailer control line branch 86 can the vent valve 76 be arranged, which continues with a vent 78 can be coupled. The trailer control module 36 and / or the further trailer control module 92 are optional. An electrically controllable parking brake system 10 That's the trailer control module 36 without the further trailer control module 92 includes, is in 10 shown. An electrically controllable parking brake system 10 That's the more trailer control module 92 without the trailer control module 36 includes, is in 11 shown. If the trailer control module 36 is not present, the trailer control line branch 88 to be introverted. If the other trailer control module 92 is not present, the more trailer control line branch 86 to be introverted. The trailer control module 36 and the other trailer control module 92 can be considered as optional external components, optional to the electrically operated parking brake systems 10 can be added. Parallel to the other first shuttle valve inlet port 22 the further shuttle valve 20 may be a first shuttle valve inlet port 40 the shuttle valve 38 with the control valve exit port 18 be coupled. A second shuttle valve inlet port 42 the shuttle valve 38 can with a connecting cable 120 be coupled, which may be acted upon, for example, with a service brake pressure of a service brake. One shuttle valve outlet port 44 can with a relay control input 112 a relay valve 108 be coupled. When at the relay control input 112 a pressure is present, a line branch 114 and / or another line branch 116 , the output side with the relay valve 108 can be coupled and can lead, for example, not shown parking brake cylinders of the towing vehicle, compressed air from the compressed air connection 72 via a relay supply line 84 be supplied. The pressure level in the line branch 114 and the further line branch 116 For example, with another pressure sensor 110 be detectable. Other pressure sensors can be used as needed in different places in the 1 shown electrically actuated parking brake system 10 be provided. The following is the operation of the electrically operable parking brake system 10 exemplified.

The in 1 shown first switching state of the electrically operated parking brake system 10 can correspond to a park state. In the park state, the parking brake may be closed. For a towing vehicle, this may for example correspond to unpressurized spring brake cylinders. According to the in 1 shown switching state, the relay control input 112 over the shuttle valve 38 , the control valve device 12 and the control and vent valve device 102 with the vent 104 be coupled, so that the relay valve 108 the line branch 114 and the other line branch 116 via a venting of the relay valve 108 vented. On the line branch 114 and the further line branch 116 connected spring brake cylinders can therefore be depressurized, that is closed. In the same way, the trailer control line branch 88 over the further shuttle valve 20 and the valve device 28 at the further venting 80 be vented, leaving the trailer control module 36 no pneumatic pressure signal is received. If on the trailer control module 36 no pneumatic pressure signal is applied, this may be to close the parking brake with the trailer control module 36 coupled trailer. The further trailer control module 92 may be one to the control logic of the trailer control module 36 Have inverse control logic, so that one to the other trailer control module 92 coupled trailer has a closed parking brake when the other trailer control module 92 receives a pneumatic pressure signal. For the sake of simplicity, in some switching states, the generation of the pneumatic control signal may only be for the trailer control module 36 be explicitly explained. The further trailer control module 92 can at the in 1 illustrated switching state of the electrically operated parking brake system 10 over the further trailer control line branch 86 and the utility line section 82 with the compressed air connection 72 be coupled because the supply valve 74 is open. The at the supply line section 82 Pending supply pressure from the compressed air connection 72 is usually not sufficient to the control valve device 12 in his in 1 to transfer not shown switching position.

To protect on the line branch 114 and the further line branch 116 connected spring brake cylinders against overload, the connection cable 120 one at the spring brake cylinders pending service brake pressure the second shuttle valve input port 42 so that the actuation of the service brake will automatically result in a corresponding opening of on the leg of the line 114 and the further line branch 116 connected spring brake cylinders by the at the relay control input 112 pending pneumatic pressure signal leads. In this way, the spring brake cylinder before a double load, that is, before a simultaneous application by the service brake and the electrically actuated parking brake system 10 , to be protected.

A leakage, especially in the control valve device 12 , Due to the design, not to an unwanted opening / switching of the electrically actuated parking brake system 10 lead, as compressed air during the parking state of the electrically actuated parking brake system 10 permanently via the vent 104 and the further venting 80 can be removed from the relevant for the actuation / switching of the parking brake system area.

2 shows an electrically operable parking brake system in a second switching state. This in 2 illustrated electrically operated parking brake system 10 can be related to that 1 described electrically operated parking brake system 10 essentially correspond. The in 2 shown switching state of the electrically operated parking brake system, the switching process from the park state to a driving state, that is from a closed parking brake to an open parking brake, describe. Unlike the in 1 shown switching state is in the in 2 shown switching state the control and vent valve device 102 in their energized switching position, that is in their energized, unstable switching position, transferred. Accordingly, in the in 2 shown switching state of the second control valve input port 16 via the control and vent valve device 102 with the compressed air connection 72 coupled. As a result of this coupling, compressed air may enter the area between the control valve means 12 , the other shuttle valve 20 and the shuttle valve 38 flow. Due to this pressure increase, the further shuttle valve 20 the connection between the trailer control line branch 88 and the further venting 80 lock and at the same time the connection between the control valve device 12 and the trailer control line branch 88 release so that a pneumatic pressure signal to the trailer control module 36 can get. In the same way, the shuttle valve 38 the increasing pressure to the relay control input 112 conduct, leaving the relay valve 108 also with the ventilation of the line branch 114 and the further line branch 116 can start.

three shows a third switching state of an electrically operated parking brake system. This in three illustrated electrically operable Parking brake system can from the 1 and 2 known electrically actuated parking brake systems 10 essentially correspond. The in three illustrated switching state of the electrically operated parking brake system 10 can follow the in 2 shown switching state. By related to 2 described pressure increase via the ventilation line 118 can pressure-induced the control valve device 12 in the in three shown switching position are transferred, wherein the supply line section 82 directly to the control valve outlet port 18 connected is. By transferring the control valve device 12 From the first switching position to the second switching position, the available control surfaces may change such that the in three shown switching position of the control valve device 12 stable / self-holding. The in three illustrated switching state of the electrically operated parking brake system 10 may correspond to an open parking brake, that is a driving condition.

4 shows a fourth switching state of an electrically operated parking brake system 10 , This in 4 illustrated electrically operated parking brake system 10 can essentially be the one from the 1 to three known electrically actuated parking brake systems 10 correspond. The in 4 shown switching state starts from the first 1 known closed parking brake, that is, a non-pressurized parking brake system in a park state, from. In contrast to that 1 known switching state of the electrically actuated parking brake system is the valve device 28 in 4 in their open switching state, that is their energized or energized switching state, transferred. By opening the valve device 28 may be at the further second shuttle valve inlet port 24 at the compressed air connection 72 provided supply pressure of, for example, 8.5 bar pending, so that the further shuttle valve 20 a connection between the further second shuttle valve inlet port 24 and the trailer control line branch 88 releases. Accordingly, a pneumatic control signal may be applied to the trailer control module 36 provided for opening the parking brake of one with the trailer control module 36 coupled trailer can lead. In this way, at the in 4 illustrated switching state of the electrically operated parking brake system 10 a trailer test function can be realized as the opening of the parking brake with the trailer control module 36 coupled trailer regardless of the opening on the line branch 114 and the further line branch 116 connected spring brake cylinders of the tractor can be done.

Furthermore, in the in 4 illustrated switching state of the electrically operated parking brake system 10 also the supply valve 74 and the vent valve 76 into their respective energized switching states, that is, their energized and unstable switching states, transferred. In this way, in particular the further trailer control line branch 86 over the vent 78 be vented to the other trailer control module 92 to provide no pneumatic control signal. Because of in connection with 1 already mentioned to the trailer control module 36 inverse switching logic of the further trailer control module 92 This may result in an opening of the parking brake of one with the other trailer control module 92 coupled trailer. Also in this case, the opening of the parking brake with the other trailer control module 92 coupled trailer independent of the parking brake of the towing vehicle done.

The trailer test function can be used to check whether the towing vehicle is capable of being used solely by means of its parking brake, that is to say with the aid of the first line branch 114 and / or on the second leg 116 connected spring brake cylinders to keep the towing vehicle safe together with the attached trailer.

5 shows a fifth switching state of an electrically operated parking brake system. This in 5 illustrated electrically operated parking brake system 10 can essentially be the one from the 1 to 4 known electrically actuated parking brake systems 10 correspond.

The in 5 shown switching state of the electrically operated parking brake system may be following the off three already known switching state and, for example, the closing of the electrically actuated parking brake system 10 describe. In contrast to that three already known switching state are in the in 5 described switching state the supply valve 74 locked and the vent valve 76 open, that is transferred into their respective energized, energized and unstable switching states, so that compressed air from the electrically actuated parking brake system 10 , in particular compressed air from the area behind the control valve outlet port 18 , about the vent 78 can escape. In this way, the at the relay control input 112 and that on the trailer control line branch 88 provided pneumatic pressure signal can be reduced, so that as a result of this pressure reduction, the parking brake by the electrically actuated parking brake system 10 can be closed. Once all the compressed air from the electrically operated parking brake system 10 drained, that can supply valve 14 and the vent valve 76 be transferred back to their stable switching position, so that the electrically actuated parking brake system 10 again in connection with 1 described switching state, which can describe, for example, a park state has reached.

The in the 6 . 7 and 8th illustrated electrically operated parking brake systems 10 can also essentially from the 1 to 5 already known electrically actuated parking brake systems. The in the 6 . 7 and 8th illustrated switching states of the electrically operated parking brake system 10 can be as a variant of related 5 already described switching state for engaging the parking brake by the electrically actuated parking brake system 10 be considered. When the parking brake is open, first the supply valve 74 is closed, the switching state of the electrically operated parking brake system remains 10 initially received. Will now pressure from the electrically operated parking brake system 10 via the vent valve 76 drained, for example by a brief opening of the vent valve 76 , what in 6 for example, by the central representation of the vent valve 76 is indicated schematically, it may be at the relay control input 112 and the trailer control line branch 88 provided pneumatic pressure signal and the other trailer control line branch 86 provided pneumatic pressure signal can be gradually reduced. By the gradual reduction of the of the electrically operated parking brake system 10 provided pneumatic pressure signal, the gradual closing of the parking brake can be realized.

Similarly, by briefly opening the supply valve 74 at the same time closed vent valve 76 that of the electrically operable parking brake system 10 provided pneumatic pressure signal can be gradually increased to gradually open the parking brake. This is for example in 7 schematically by the intermediate position of the supply valve 74 with simultaneously closed drain valve 76 indicated.

Maintaining the set variable pressure level, that is, the variable from the electrically operable parking brake system 10 provided pneumatic pressure signal, is exemplary in 8th shown. In the described electrically operated parking brake system 10 can be set any variable pressure, which may for example be between a supply pressure of 8.5 bar and a lower limit pressure of, for example, 1.0 bar. However, lower limit pressures could also be realized.

9 shows a further embodiment of an electrically operated parking brake system. This in 9 shown further electrically actuated parking brake system substantially corresponds to those from the 1 to 8th already known electrically operated parking brake systems 10 ,

The in 9 illustrated switching state of the electrically operated parking brake system 10 For example, a parking position, that is a closed parking brake, be assigned. Unlike the off 1 known embodiment of the electrically actuated parking brake system 10 can also have a connection 122 on a connecting cable 142 be provided, which in a connecting line between the control valve outlet port 18 and the other first shuttle valve input port 22 can lead. An alternative mouth position of the connection cable 142 is in particular between the control valve device 12 , the other shuttle valve 20 and the shuttle valve 38 possible. By manually supplying compressed air to the port 122 For example, in case of a defect of the electrically operated parking brake system 10 , especially in the event of a power failure, the parking brake is opened manually.

The 10 and 11 describe further electrically operated parking brake systems 10 , In the 10 is an electrically operated parking brake system 10 shown that the trailer control module 36 without the further trailer control module 92 includes. Incidentally, the in 10 illustrated electrically operated parking brake system 10 structurally and functionally the from the 1 to 9 correspond to known systems. In the 11 is an electrically operated parking brake system 10 shown that the further trailer control module 92 without the trailer control module 36 includes. Because the trailer control module 36 can be omitted, can continue to the other shuttle valve 20 and / or the valve device 28 and / or the pressure sensor 90 omitted. Incidentally, the in 11 illustrated electrically operated parking brake system 10 structurally and functionally the from the 1 to 9 correspond to known systems. The trailer test function may be at the in 11 illustrated electrically operated parking brake system 10 be formally feasible, as related to 4 already described. Due to the pneumatic switching logic of the other trailer control module 92 the engagement of the parking brake in this embodiment can be provided regularly with an unbraked trailer, so that the trailer test function can also be omitted. One for the further trailer control module 92 provided pneumatic pressure signal can via a pressure sensor 144 be determinable.

The 12 to 14 describe a control valve device 12 in a first embodiment. The illustrated control valve device 12 includes a housing 124 with a first control valve input port 14 a second control valve input port 16 , a control valve outlet port 18 and a pressure relief line 106 , Inside the case 124 can be a control piston 126 between a first switching position and a second switching position of the control valve device 12 be movably arranged. The first switching position of the control piston 126 can be due to the tight fit of a valve seat seal 48 on a valve seat 46 be defined. The first switching position can be in 12 be shown. The second switching position can be due to the dense concern of another valve seat seal 52 at another valve seat 50 be defined. The second switching position can be in 14 be shown. An intermediate position, for example, in 13 can be shown and in which neither the valve seat seal 48 close to the valve seat 46 still rests the other valve seat seal 52 at the other valve seat 50 is tight, transitional is possible. In the intermediate position, the first control valve input port 14 , the second control valve input port 16 and the control valve output port 18 be connected to each other. The control piston 126 can be the interior of the case 124 in a chamber 56 , a switch room 60 and another switch room 132 divide. The chamber 56 can, for example, compared to the control room 60 through a sealing element 54 , which may for example be designed as an O-ring, be sealed. The sealing element 54 for example, from a first lead 128 and a second projection 130 on the control piston 126 be held and the control piston 126 inside the case 124 in an axial direction. The control piston 124 can continue through an elastic element 58 in the axial direction against the first valve seat 46 be biased. In the in the 12 to 14 illustrated embodiments of the control valve device 12 only causes the sealing element 54 Friction during transfer of the control piston 126 in the axial direction between the in 12 shown first switching position and in 14 shown second switching position. In the first switching position of the control valve device 10 is the second control valve input port 16 with the control valve exit port 18 connected because of the switching piston 126 in the upper area not close to the housing 124 is applied and the switch room 60 not close to the other control room 132 separates. In the second switching position, the in 12 is the first control valve input port 14 with the control valve exit port 18 connected because the valve seat seal 48 from the valve seat 46 is lifted and at the same time the other valve seat seal 52 close to the other valve seat 50 is applied. As in this first embodiment of the control valve device 12 only a single sealing element 54 is necessary, temperature differences that lead to expansion or contraction of the sealing element 54 lead, a switching characteristic of the control valve device 12 hardly influence.

The 15 to 17 show a second embodiment of a control valve device 12 in three different switching positions. The in the 15 to 17 shown switching positions can from the 12 to 14 correspond already known switching positions. The second embodiment of the control valve device 12 differs in particular by the elimination of the sealing element 54 on the control piston 126 , Instead of the chamber 56 close to the control room 60 seal, is only the first projection 128 maintained and a slight loss of air through the leak during the in 16 tolerated intermediate position shown. In this way, the control piston 126 in the axial direction almost frictionless in the housing 124 be movable. The leak between the chamber 56 and the switch room 60 is tolerable because a pressure drop only during a switching operation of the control valve device 12 is relevant.

The 18 and 19 show a shuttle valve in two different switching positions. The illustrated shuttle valve, for example, from the 1 to 10 known further shuttle valve 20 correspond. That in the 18 and 19 illustrated further shuttle valve 20 includes another housing 134 , which is another first shuttle valve input port 22 , another second shuttle valve inlet port 24 and another shuttle valve outlet port 26 having. Inside the other case 134 can another switching piston 136 be arranged axially movable. The further control piston 136 For example, by a resilient element 62 against a first valve seat 64 be biased. The springy element 62 can for example be designed as a simple spring. The first switching position of the other shuttle valve 20 may be due to a tight fit of a first valve seat seal 66 at the first valve seat 64 be defined. The first shift position can be in 18 be shown. A second switching position can be achieved by a tight fit of a second valve seat seal 70 at a second valve seat 68 be defined. The second switching position can, for example, in 19 be shown. The further control piston 136 can be a first guide 138 and / or a second guide 140 have, which the further control piston 136 in the axial direction within the further housing 134 can / can lead. The first guide 138 and / or the second guide 140 in particular can not be designed as a seal and, accordingly, a virtually frictionless switching of the other shuttle valve 20 in the axial direction. The first valve seat seal 66 and / or the second valve seat seal 70 can during an axial movement of the other switching piston 136 be frictionless, as they are the case 134 Do not touch once from the first valve seat 64 and / or the second valve seat 68 have lifted off.

The features of the invention disclosed in the foregoing description, in the drawings and in the claims may be essential to the realization of the invention both individually and in any combination.

LIST OF REFERENCE NUMBERS

10

Parking brake system

12

Control valve means

14

first control valve input port

16

second control valve input port

18

Control valve output port

20

another shuttle valve

22

another first shuttle valve inlet port

24

another second shuttle valve inlet port

26

further shuttle valve outlet connection

28

valve means

30

first valve device input port

32

second valve device input port

34

Valve device output port

36

Trailer control module

38

shuttle valve

40

first shuttle valve inlet port

42

second shuttle valve inlet port

44

Shuttle valve output port

46

valve seat

48

Valve seat seal

50

another valve seat

52

another valve seat seal

54

sealing element

56

chamber

58

elastic element

60

control room

62

resilient element

64

first valve seat

66

first valve seat seal

68

second valve seat

70

second valve seat seal

72

Compressed air connection

74

supply valve

76

vent valve

78

vent

80

further ventilation

82

Supply line section

84

Relay supply line

86

Trailer control line branch

88

Trailer control line branch

90

pressure sensor

92

another trailer control module

94

supply terminal

96

control connection

98

further supply connection

100

another control connection

102

Control and bleed valve device

104

vent

106

Pressure relief line

108

relay valve

110

additional pressure sensor

112

Relay control input

114

leg

116

another line branch

118

vent line

120

connecting cable

122

connection

124

casing

126

switching piston

128

first advantage

130

second lead

132

another switch room

134

further housing

136

another control piston

138

first guide

140

second leadership

142

further connection cable

144

pressure sensor

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 102008007877 B3 [0003]

Claims (13)

Electrically actuated parking brake system ( 10 ) for a pneumatic brake system, with - a control valve device ( 12 ) having a first control valve input port ( 14 ), a second control valve input port ( 16 ) and a control valve exit port ( 18 ), - one with the first control valve input port ( 14 ) coupled supply valve ( 74 ) and - one with the second control valve input port ( 16 ) coupled control and vent valve device ( 102 ), characterized in that - the control valve outlet port ( 18 ) directly with a first shuttle valve inlet port ( 40 ) of a shuttle valve ( 38 ), and - that a shuttle valve outlet port ( 44 ) of the shuttle valve ( 38 ) with a relay control input ( 112 ) of a relay valve ( 108 ) is coupled. Electrically actuated parking brake system ( 10 ) according to claim 1, characterized in that - the electrically actuated parking brake system ( 10 ) a control valve device ( 12 ) with a first control valve inlet port ( 14 ), a second control valve input port ( 16 ) and a control valve exit port ( 18 ), another shuttle valve ( 20 ) with another first shuttle valve inlet port ( 22 ), another second shuttle valve inlet port ( 24 ) and another shuttle valve outlet ( 26 ) and a valve device ( 28 ) with a first valve device input port ( 30 ), a second valve device input port ( 32 ) and a valve device outlet port ( 34 ), - that the further first shuttle valve inlet port ( 22 ) with the control valve exit port ( 18 ) - that the further second shuttle valve inlet port ( 24 ) with the valve device outlet port ( 34 ), and - that the further shuttle valve outlet port ( 26 ) with a trailer control module ( 36 ) can be coupled. Electrically actuated parking brake system ( 10 ) according to claim 1 or 2, characterized in that the valve device ( 28 ) is designed as a 3/2-way valve. Electrically actuated parking brake system ( 10 ) according to claim 1 or 2, characterized in that the valve device ( 28 ) is designed as two mutually parallel 2/2-way valves. Electrically actuated parking brake system ( 10 ) according to one of the preceding claims, characterized in that the control valve outlet connection ( 18 ) parallel to the first shuttle valve inlet port ( 40 ) with the further first shuttle valve inlet connection ( 22 ) is coupled. Electrically actuated parking brake system ( 10 ) according to one of the preceding claims, characterized in that the control valve device ( 12 ) a valve seat ( 46 ) and a valve seat seal ( 48 ), wherein the valve seat seal ( 48 ) in a switching position of the control valve device ( 12 ) close to the valve seat ( 46 ) is present. Electrically actuated parking brake system ( 10 ) according to claim 5, characterized in that the control valve device ( 12 ) another valve seat ( 50 ) and another valve seat seal ( 52 ), wherein the further valve seat seal ( 52 ) in a further switching position of the control valve device ( 12 ) close to the other valve seat ( 50 ) is present. Electrically actuated parking brake system ( 10 ) according to one of the preceding claims, characterized in that the control valve device ( 12 ) a sealing element ( 54 ) and one in a chamber ( 56 ) arranged elastic element ( 58 ), wherein the sealing element ( 54 ) the chamber ( 56 ) in relation to a control room ( 60 ) of the control valve device ( 12 ) seals. Electrically actuated parking brake system ( 10 ) according to one of the preceding claims, characterized in that the control valve device ( 12 ) in a chamber ( 56 ) arranged elastic element ( 58 ), the chamber ( 56 ) with a switch room ( 60 ) of the control valve device ( 12 ) connected is. Electrically actuated parking brake system ( 10 ) according to one of claims 2 to 9, characterized in that the further shuttle valve ( 20 ) a resilient element ( 62 ), which has a stable switching position of the further shuttle valve ( 20 ) Are defined. Electrically actuated parking brake system ( 10 ) According to one of claims 2 to 10, characterized in that the further shuttle valve ( 20 ) a first valve seat ( 64 ), a first valve seat seal ( 66 ), a second valve seat ( 68 ) and a second valve seat seal ( 70 ), wherein in a first switching position of the further shuttle valve ( 20 ) the first valve seat seal ( 66 ) close to the first valve seat ( 64 ) is applied, and wherein in a second switching position of the further shuttle valve ( 20 ) the second valve seat seal ( 70 ) close to the second valve seat ( 68 ) is present. Electrically actuated parking brake system ( 10 ) according to one of the preceding claims, characterized in that a connection ( 122 ) parallel to the control valve exit port ( 18 ) and the first shuttle valve inlet port ( 40 ) is provided, can be supplied via the compressed air for manual release of the electrically actuated parking brake. Method for operating an electrically actuable parking brake system ( 10 ) according to one of the preceding claims, characterized in that a relay control input ( 112 ) of a relay valve ( 108 ) for releasing the electrically actuated parking brake system ( 10 ) is ventilated.

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