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
  • 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
• • 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

Definitions

• Electrically operated parking brake system for a pneumatic brake system and method for operating an electrically operated parking brake system
• the present invention relates to an electrically actuatable 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 control 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 operable parking brake systems 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 with a pneumatic control input of the control valve device can be coupled. 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 that a shuttle valve 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 required.
• the electrically actuable 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, a further shuttle valve with a further first shuttle valve inlet port, a further second shuttle valve inlet port and a further shuttle valve outlet port and a valve device with a the first valve device input port, a 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.
• control valve device can be dispensed with a pneumatic control input and the complex select-low valve can due to the changed circuit arrangement by the other shuttle valve may be substituted, for example, as a select high valve, if a trailer test function is desired.
• pneumatic control input Due to the omitted in the control valve device pneumatic control input can still result in greater freedom of design.
• 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 friction 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.
• 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.
• valve device is designed as two 2/2-way valves connected in parallel to one another. In this way, the required switching states of the electrically operated parking brake system can be realized in a simple manner.
• control valve output connection is coupled to the further first changeover valve input connection parallel to the first changeover valve input connection.
• 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.
• 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.
• 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.
• the switching behavior of the control valve device can be determined based on clearly defined control surfaces within the control valve device.
• control valve device comprises an elastic element arranged in a chamber, wherein the chamber is connected to a switching chamber of the control valve device.
• 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.
• 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.
• 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.
• a connection is provided parallel to the control valve outlet connection and the first changeover valve inlet connection, via which compressed air for manual release of the electrically actuatable parking brake can be supplied.
• 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 is further developed according to the invention that for carrying out a trailer test function, the further shuttle valve on the Valve device is connected to a compressed air connection.
• the advantages and particularities of the electrically actuated parking brake system according to the invention are also implemented in the context of a method.
• Figure 1 is an electrically actuated parking brake system in a first
• Figure 2 shows an electrically operated parking brake system in a second
• Figure 3 shows an electrically operated parking brake system in a third
• Figure 4 shows an electrically operated parking brake system in a fourth
• Figure 5 shows an electrically operated parking brake system in a fifth
• FIG. 6 shows an electrically actuable parking brake system in a sixth
• Figure 7 shows an electrically operated parking brake system in a seventh
• FIG. 8 shows an electrically actuatable parking brake system in an eighth switching state
• FIG. 9 shows another electrically actuable parking brake system
• FIG. 10 shows another electrically actuated parking brake system
• Figure 1 1, another electrically actuated parking brake system
• FIG. 12 shows a control valve device in a first switching position
• FIG. 13 shows a control valve device in a second switching position
• FIG. 14 shows a control valve device in a third switching position
• FIG. 15 shows a further control valve device in a first switching position
• FIG. 16 shows a further control valve device in a second switching position
• FIG. 17 shows a further control valve device in a third switching position
• FIG. 18 shows a shuttle valve in a first switching position
• FIG. 19 shows a shuttle valve in a second shift position.
• FIG. 1 shows an electrically actuated parking brake system in a first shift position.
• An electrically actuable parking brake system 10 shown in FIG. 1 may be a control valve device 12 and / or a shuttle valve 38 and / or a further 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 venting valve 76 and / or the control and venting valve device 102 may be embodied, for example, as electrically actuatable solenoid valves.
• the supply valve 74 may be formed, for example, as an electrically operable 2/2-way valve and an elastic element, for example a spring, which may define a rest position of the supply valve 74.
• the rest position of the supply valve 74 may correspond, for example, to the switching position shown in FIG.
• the vent valve 76 may be embodied, for example, as an electrically operable 2/2-way valve and comprise an elastic element, for example a spring.
• the elastic element of the vent valve 76 may define a rest position of the vent valve 76.
• the rest position of the venting valve 76 may correspond to the switching position of the venting valve 76 shown in FIG.
• the vent valve 76 and the supply valve 74 can be summarized in a manner not shown to a 3/2 way valve.
• the control and vent valve device 102 may be embodied, for example, as an electrically operable 3/2-way valve and comprise an elastic element, for example a spring.
• the elastic element may define a rest position of the control and vent valve device 102, which may correspond to the switching position of the control and vent valve device 102 shown in FIG.
• the control and vent valve device 102 can be replaced in a manner not shown by two 2/2-way valves.
• the valve device 28 may be embodied, for example, 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 may for example define a stable rest position of the valve device 28, which may correspond to the switching position shown in FIG. 1, for example.
• 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 can define a stable rest position of the control valve device 12.
• the stable rest position of the control valve device 12, which can be assumed, for example, in the non-pressurized state of the electrically actuated parking brake system 10, can correspond to the switching position of the control valve device 12 shown in FIG.
• the further shuttle valve 20 may be a select high valve and may comprise an elastic element which defines a defined rest position of the further shuttle valve 20 in the pressureless state.
• the elastic element may for example be designed as a spring and the stable rest position may correspond to the switching position of the further shuttle valve 20 shown in Figure 1.
• the shuttle valve 38 may also be designed as a select high valve.
• the shuttle valve 38 may analogously to the further shuttle valve 20 comprise a not shown in Figure 1 elastic element to ensure a defined stable switching position in the pressureless state of the shuttle valve 38.
• a pressure supply of the electrically actuatable parking brake system 10 can be realized, for example, by means of a compressed air source at a compressed air connection 72. At the compressed air connection 72, for example, a supply pressure of 8.5 bar can be provided.
• the supply valve 74, the pilot and vent valve assembly 102, the valve assembly 28, and a relay valve 108 may be coupled in parallel with the compressed air port 72.
• the supply valve 74 may further be coupled via a supply line section 82 to a first control valve inlet port 14 of the control valve device 12.
• the control and vent valve device 102 may be coupled via a vent line 1 18 with a second control valve input port 16.
• a sufficiently high pressure level at the first control valve input port 14 and / or at the second control valve input port 16 may transfer and / or hold the control valve device 12 between the first shift position shown in FIG. 1 and a second shift position, not shown in FIG. This pressure-induced influencing can be symbolically indicated in FIG. 1 by the dashed lines.
• existing pneumatic control surfaces can be dimensioned such that both the first switching position and the second switching position can be stable NEN.
• a control valve outlet port 18 of the control valve device 12 may, for example, be coupled to a further first shuttle valve inlet port 22.
• a further second shuttle valve inlet port 24 of the further shuttle valve 20 may be coupled to a valve outlet port 34 of the valve device 28.
• the valve device 28 may be coupled to the compressed air connection 72 via a first valve device input connection 30.
• An input terminal of the control and ventilation valve device 102 which is not described in more detail in FIG. 1, can be coupled to a vent 104.
• a second valve device input port 32 may be coupled to another vent 80.
• vents can be summarized as needed to a common vent.
• the vent 104 may further relieve the elastic element of the control valve device 12 via a pressure relief line 106.
• Another shuttle output port 26 may be coupled via a trailer control line branch 88 to a trailer control module 36, which in turn may include a supply port 94 and a control port 96.
• a pressure sensor 90 may be arranged at the trailer control line branch 88.
• Another trailer control line branch 86 may lead from the supply line section 82 to another trailer control module 92, wherein the further trailer control module 92 may comprise a further supply connection 98 and a further control connection 100.
• the vent valve 76 may be arranged, which may be further coupled to a vent 78.
• the trailer control module 36 and / or the further trailer control module 92 are optional.
• FIG. 10 An electrically controllable parking brake system 10 that includes the trailer control module 36 without the further trailer control module 92 is shown in FIG.
• FIG. 10 An electrically controllable parking brake system 10 that includes the further trailer control module 92 without the trailer control module 36 is shown in FIG. If the trailer control module 36 is not present, the trailer control line branch 88 may be locked. If the further trailer control module 92 is not present, the further trailer control line branch 86 may be closed. The annex The driver control module 36 and the further trailer control module 92 may be considered as optional external components which may be added to the electrically operable parking brake systems 10 as desired. Parallel to the further first shuttle valve inlet connection 22 of the further shuttle valve 20, a first shuttle valve inlet port 40 of the shuttle valve 38 may be coupled to the control valve outlet port 18.
• a second shuttle valve inlet port 42 of the shuttle valve 38 may be coupled to a service line 120, which may be actuated, for example, with a service brake pressure of a service brake.
• a shuttle valve outlet port 44 may be coupled to a relay control input 12 of a relay valve 108. If a pressure is applied to the relay control input 1 12, a line branch 1 14 and / or another line branch 1 16, which may be coupled on the output side with the relay valve 108 and which may lead, for example, not shown parking brake cylinders of the towing vehicle, compressed air from the compressed air terminal 72 are supplied via a relay supply line 84.
• the pressure level in the line branch 14 and the further line branch 16 can be detectable, for example, with another pressure sensor 110. Further pressure sensors may be provided at different locations of the electrically actuatable parking brake system 10 shown in FIG. 1 as required. The mode of operation of the electrically actuable parking brake system 10 will be explained below by way of example.
• the first switching state of the electrically actuable parking brake system 10 shown in FIG. 1 may correspond to a parking state.
• the parking brake In the park state, the parking brake may be closed.
• this may for example correspond to unpressurized spring brake cylinders.
• the relay control input 1 12 via the shuttle valve 38, the control valve means 12 and the control and vent valve means 102 may be coupled to the vent 104, so that the relay valve 108, the line branch 1 14 and the other line branch 1 16 on a vent of the relay valve 108 vented.
• spring brake cylinders On the line branch 1 14 and the other Line branch 1 16 connected spring brake cylinders can therefore be depressurized, that is, closed.
• the trailer control line branch 88 can be vented via the further shuttle valve 20 and the valve device 28 at the further vent 80, so that the trailer control module 36 does not receive a pneumatic pressure signal. Failure to apply a pneumatic pressure signal to the trailer control module 36 may result in closure of the parking brake of a trailer coupled to the trailer control module 36.
• the further trailer control module 92 may include control logic inverse to the control logic of the trailer control module 36 such that a trailer coupled to the further trailer control module 92 has a closed parking brake when the further trailer control module 92 receives a pneumatic pressure signal.
• the generation of the pneumatic control signal can only be explained explicitly for the trailer control module 36.
• the further trailer control module 92 may be coupled in the illustrated in Figure 1 switching state of the electrically actuated parking brake system 10 on the other trailer control line branch 86 and the supply line section 82 to the compressed air connection 72, since the supply valve 74 is opened.
• the supply pressure from the compressed air connection 72 present at the supply line section 82 is usually not sufficient to transfer the control valve device 12 into its switching position, which is not shown in FIG.
• the connecting line 120 can supply a service brake pressure applied to the spring brake cylinders to the second shuttle valve inlet 42, so that actuation of the service brake automatically results in a corresponding opening of the line branch 1 14 and the other line branch 1 16 connected spring brake cylinders through the at the relay control input 1 12 pending pneumatic pressure signal leads.
• the spring brake cylinder before a double load that is, before a gleich- early application by the service brake and the electrically actuated parking brake system 10, are protected.
• leakage in particular in the control valve device 12, can not lead to undesired opening / switching of the electrically actuated parking brake system 10, since compressed air during the parking state of the electrically actuated parking brake system 10 is permanently removed via the vent 104 and the further vent 80 from the parking brake the actuation / switching of the parking brake system relevant area can be dissipated.
• FIG. 2 shows an electrically actuable parking brake system in a second switching state.
• the electrically actuated parking brake system 10 shown in FIG. 2 may essentially correspond to the electrically actuated parking brake system 10 described in connection with FIG.
• the switching state of the electrically actuatable parking brake system illustrated in FIG. 2 can describe the switching process from the parking state to a driving state, that is to say from a closed parking brake to an opened parking brake.
• the control and vent valve device 102 in its energized switching position, that is converted into their energized, non-stable switching position. Accordingly, in the switching state illustrated in FIG.
• the second control valve inlet connection 16 is coupled to the compressed air connection 72 via the control and ventilation valve device 102.
• compressed air may flow into the area between the control valve device 12, the further shuttle valve 20 and the shuttle valve 38.
• the further shuttle valve 20 can block the connection between the trailer control line branch 88 and the further vent 80 and at the same time release the connection between the control valve device 12 and the trailer control line branch 88, so that a pneumatic pressure signal arrives at the trailer control module 36 can.
• the shuttle valve 38 can direct the increasing pressure to the relay control input 1 12, so that the Relay valve 108 can also start with the ventilation of the line branch 1 14 and the other line branch 1 16.
• FIG. 3 shows a third switching state of an electrically actuatable parking brake system.
• the electrically actuatable parking brake system illustrated in FIG. 3 can essentially correspond to the electrically actuated parking brake systems 10 known from FIGS. 1 and 2.
• the switching state of the electrically actuable parking brake system 10 shown in FIG. 3 may arise following the switching state illustrated in FIG.
• the control valve device 12 can be pressure-induced transferred into the switching position shown in FIG. 3, in which the supply line section 82 is connected directly to the control valve outlet connection 18.
• the switching state of the electrically actuatable parking brake system 10 shown in FIG. 3 may correspond to an opened parking brake, that is to say a driving state.
• FIG. 4 shows a fourth switching state of an electrically actuable parking brake system 10.
• the electrically actuable parking brake system 10 illustrated in FIG. 4 may essentially correspond to the electrically actuable parking brake systems 10 known from FIGS. 1 to 3.
• the switching state illustrated in FIG. 4 initially starts from the closed parking brake known from FIG. 1, that is to say an unpressurized parking brake system in a parking state.
• the valve device 28 in FIG. 4 is converted into its open switching state, that is to say its energized or energized switching state.
• valve device 28 By opening the valve device 28 can at the other second shuttle valve inlet port 24 at the compressed air port 72nd provided supply pressure of, for example, 8.5 bar, so that the further shuttle valve 20 releases a connection between the other second exchange valve input port 24 and the trailer control line branch 88. Accordingly, a pneumatic control signal may be provided to the trailer control module 36 that may result in an opening of the parking brake of a trailer coupled to the trailer control module 36. In this way, in the switching state of the electrically actuated parking brake system 10 shown in Figure 4, a trailer test function be realized because the opening of the parking brake coupled to the trailer control module 36 trailer regardless of the opening of the line branch 1 14 and the other line branch 1 16 connected Spring brake cylinders of the tractor can be done.
• the supply valve 74 and the vent valve 76 are also converted into their respective energized switching states, ie their energized and unstable switching states.
• the further trailer control line branch 86 can be vented via the vent 78 in order to provide no pneumatic control signal to the further trailer control module 92. Due to the already mentioned in connection with Figure 1 to the trailer control module 36 inverse switching logic of the other trailer control module 92, this may lead to an opening of the parking brake coupled to the other trailer control module 92 trailer. Also in this case, the opening of the parking brake of the coupled with the other trailer control module 92 trailer can be done independently of the parking brake of the towing vehicle.
• the trailer test function makes it possible to check whether the towing vehicle is capable of being connected solely by means of its parking brake, that is to say with the aid of the first line branch 14 and / or the second line branch 16. senen spring brake cylinders to keep the towing vehicle safe together with the attached trailer.
• FIG. 5 shows a fifth switching state of an electrically actuatable parking brake system.
• the electrically actuated parking brake system 10 shown in FIG. 5 can essentially correspond to the electrically actuated parking brake systems 10 known from FIGS. 1 to 4.
• the switching state of the electrically actuated parking brake system shown in FIG. 5 may arise following the switching state already known from FIG. 3 and describe, for example, the closing of the electrically actuable parking brake system 10.
• the supply valve 74 is blocked and the vent valve 76 is opened, that is, transferred to its 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 Steuerventilausgangsan- circuit 18, through the vent 78 can escape.
• the pneumatic pressure signal provided to the relay control input 1 12 and to the trailer control line branch 88 can be reduced, so that the parking brake can be closed by the electrically operable parking brake system 10 as a result of this pressure reduction.
• the supply valve 14 and the vent valve 76 can be returned to their stable shift position, so that the electrically actuated parking brake system 10 again the switching state described in connection with Figure 1, for example, a park state can describe.
• the electrically actuatable parking brake systems 10 illustrated in FIGS. 6, 7 and 8 can likewise essentially correspond to the electrically actuated parking brake systems already known from FIGS. 1 to 5.
• the in the FIGS. 6, 7 and 8 show switching states of the electrically actuable parking brake system 10 as a variant of the switching state already described in connection with FIG. 5 for engaging the parking brake by the electrically operable parking brake system 10. If the supply valve 74 is initially closed when the parking brake is open, then the switching state of the electrically actuated parking brake system 10 is initially maintained.
• vent valve 76 if pressure is released from the electrically operable parking brake system 10 via the vent valve 76, for example by a brief opening of the vent valve 76, which is indicated schematically in Figure 6, for example, by the central representation of the vent valve 76, so that at the relay control input 1 12 and the trailer control line branch 88 provided pneumatic pressure signal and the provided at the other trailer control line branch 86 pneumatic pressure signal can be gradually reduced.
• the stepwise closing of the parking brake may be realized.
• the pneumatic pressure signal provided by the electrically actuable parking brake system 10 can be increased stepwise in order to open the parking brake step by step. This is indicated schematically, for example, in FIG. 7 by the intermediate position of the supply valve 74 with a simultaneously closed drain valve 76. Holding the set variable pressure level, that is, the variable pneumatic pressure signal provided by the electrically operable parking brake system 10, is exemplified in FIG.
• any variable pressure can be set, 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.
• FIG. 9 shows a further embodiment of an electrically actuated parking brake system.
• the further electrically actuatable parking brake system illustrated in FIG. 9 substantially corresponds to the electrically actuated parking brake systems 10 already known from FIGS. 1 to 8.
• the switching state of the electrically actuated parking brake system 10 shown in FIG. 9 can be assigned, for example, to a parking position, that is to say a closed parking brake.
• a connection 122 can additionally be provided on a connection line 142, which can open into a connection line between the control valve outlet connection 18 and the further first changeover valve input connection 22.
• An alternative mouth position of the connecting line 142 is possible in particular between the control valve device 12, the further shuttle valve 20 and the shuttle valve 38.
• FIGS. 10 and 11 describe further electrically actuable parking brake systems 10.
• FIG. 10 shows an electrically actuated parking brake system 10, which comprises the trailer control module 36 without the additional trailer control module 92.
• the electrically actuatable parking brake system 10 shown in FIG. 10 can correspond structurally and functionally to the systems known from FIGS. 1 to 9.
• FIG. 11 shows an electrically operable parking brake system 10 that includes the further trailer control module 92 without the trailer control module 36. Since the trailer control module 36 can be omitted, the further shuttle valve 20 and / or the valve device 28 and / or the pressure sensor 90 can continue to be dispensed with.
• the electrically operated parking brake system 10 shown in Figure 1 1 structurally and functionally correspond to the known from Figures 1 to 9 systems.
• the trailer test function may be formally realizable in the electrically actuated parking brake system 10 shown in FIG. 11, as already described in connection with FIG. 4. Due to the pneumatic switching logic of the further 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.
• a pneumatic pressure signal provided for the further trailer control module 92 may be determinable via a pressure sensor 144.
• FIGS. 12 to 14 describe a control valve device 12 in a first embodiment.
• the illustrated control valve device 12 comprises a housing 124 having a first control valve inlet port 14, a second control valve inlet port 16, a control valve outlet port 18 and a pressure relief line 106.
• a switching piston 126 is movable between a first switching position and a second switching position of the control valve device 12 be arranged.
• the first switching position of the switching piston 126 may be defined by the sealing engagement of a valve seat seal 48 on a valve seat 46.
• the first switching position can be shown in FIG.
• the second switching position can be defined by the dense abutment of a further valve seat seal 52 at a further valve seat 50.
• the second switching position may be shown in FIG.
• the switching piston 126 may divide the interior of the housing 124 into a chamber 56, a switching room 60 and another switching room 132.
• the chamber 56 may, for example, with respect to the control room 60 by a sealing element 54, which may be designed for example as an O-ring can be sealed.
• the sealing member 54 may be held by a first protrusion 128 and a second protrusion 130 on the switching piston 126 and guide the switching piston 126 within the housing 124 in an axial direction.
• the switching piston 124 may be further biased by an elastic member 58 in the axial direction against the first valve seat 46.
• only the sealing element 54 causes friction during a transfer of the switching piston 126 in the axial direction between the first switching position shown in FIG. 12 and the second switching position illustrated in FIG.
• the second control valve inlet port 16 is connected to the control valve outlet port 18, since the switching piston 126 in the upper region is not tight against the housing 124 and the switch chamber 60 is not tightly separated from the other switch chamber 132.
• the first control valve input port 14 is connected to the control valve output port 18, since the valve seat seal 48 is lifted from the valve seat 46 and at the same time the other valve seat seal 52 tightly against the other valve seat 50. Since only a single sealing element 54 is necessary in this first embodiment of the control valve device 12, temperature differences which lead to expansion or contraction of the sealing element 54 can hardly influence a switching characteristic of the control valve device 12.
• FIGS. 15 to 17 show a second embodiment of a control valve device 12 in three different switching positions.
• the switching positions shown in FIGS. 15 to 17 may correspond to the switching positions already known from FIGS. 12 to 14.
• the second embodiment of the control valve device 12 differs in particular by the omission of the sealing element 54 on the switching piston 126. Instead of sealing the chamber 56 tightly against the switching space 60, only the first projection 128 is retained and a slight loss of air due to the leakage during the in FIG. 16 tolerated intermediate position shown. In this way, the switching piston 126 in the axial direction almost frictionless in the housing 124 to be movable. The leak between the chamber 56 and the switch chamber 60 is tolerable, since a pressure loss is relevant only during a switching operation of the control valve device 12.
• Figures 18 and 19 show a shuttle valve in two different switching positions.
• the illustrated shuttle valve may for example correspond to the known from Figures 1 to 10 further shuttle valve 20.
• the further shuttle valve 20 illustrated in FIGS. 18 and 19 comprises a further housing 134 which has a further first shuttle valve inlet connection 22, a further second shuttle valve inlet connection 24 and a further shuttle valve outlet connection 26.
• a further switching piston 136 may be arranged axially movable.
• the further switching piston 136 may, for example, be biased by a resilient element 62 against a first valve seat 64.
• the resilient element 62 may for example be designed as a simple spring.
• the first switching position of the further shuttle valve 20 may be defined by a close fit of a first valve seat seal 66 to the first valve seat 64.
• the first switching position can be shown in FIG.
• a second switching position may be defined by a close fit of a second valve seat seal 70 to a second valve seat 68.
• the second switching position can be shown for example in FIG. 19.
• the further switching piston 136 may have a first guide 138 and / or a second guide 140, which may guide the further switching piston 136 in the axial direction within the further housing 134 / can.
• the first guide 138 and / or the second guide 140 can not be designed as a seal and accordingly enable a virtually friction-free switching of the further change-over valve 20 in the axial direction.
• the first valve seat gasket 66 and / or the second valve seat gasket 70 may be frictionless during axial movement of the further control piston 136 since they will not contact the housing 134 once they have lifted off the first valve seat 64 and / or the second valve seat 68.

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

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• 2012
  • 2012-07-13 DE DE102012013959.4A patent/DE102012013959A1/de not_active Withdrawn
• 2013
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