EP3157788A1 - Dispositif à air comprimé d'un véhicule comprenant un réservoir de pression de réserve d'urgence intégré - Google Patents

Dispositif à air comprimé d'un véhicule comprenant un réservoir de pression de réserve d'urgence intégré

Info

Publication number
EP3157788A1
EP3157788A1 EP15729422.4A EP15729422A EP3157788A1 EP 3157788 A1 EP3157788 A1 EP 3157788A1 EP 15729422 A EP15729422 A EP 15729422A EP 3157788 A1 EP3157788 A1 EP 3157788A1
Authority
EP
European Patent Office
Prior art keywords
compressed air
reservoir pressure
pressure vessel
reservoir
circuit
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP15729422.4A
Other languages
German (de)
English (en)
Inventor
Bernhard Miller
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Original Assignee
Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH filed Critical Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Publication of EP3157788A1 publication Critical patent/EP3157788A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • 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
    • B60T13/268—Compressed-air systems using accumulators or reservoirs
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
    • B60T13/683—Electrical control in fluid-pressure brake systems by electrically-controlled valves in pneumatic systems or parts thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T15/00—Construction arrangement, or operation of valves incorporated in power brake systems and not covered by groups B60T11/00 or B60T13/00
    • B60T15/02—Application and release valves
    • B60T15/18—Triple or other relay valves which allow step-wise application or release and which are actuated by brake-pipe pressure variation to connect brake cylinders or equivalent to compressed air or vacuum source or atmosphere
    • B60T15/24—Triple or other relay valves which allow step-wise application or release and which are actuated by brake-pipe pressure variation to connect brake cylinders or equivalent to compressed air or vacuum source or atmosphere controlled by three fluid pressures
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/06—Applications or arrangements of reservoirs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring

Definitions

  • the invention relates to a compressed air device of a vehicle with a compressed air-operated braking device, a first compressed air supplied by a compressor via a circuit protection valve means reservoir for supplying a compressed air consumer circuit with compressed air, and with a second reservoir pressure vessel, which via a valve means with the supply pressure line at least one compressed air actuated Brake circuit of the braking device is connected, according to the preamble of claim 1.
  • Such a compressed air-operated braking device is known from EP 1 122 142 A1.
  • a first reservoir pressure vessel and, separately thereof, a second reservoir pressure vessel is provided for the Vorderachsbremsnik, which is compressed air supplied by a separate circuit of the multi-circuit protection valve.
  • an electromagnetic switching valve switches the compressed air supply of pressure control modules of the front axle from the first reservoir pressure vessel to the second reservoir pressure vessel.
  • the disadvantage here is the relatively high cost of providing a redundant compressed air supply.
  • the invention is based on the object, such a further develop a compressed air device of the type mentioned that with little effort, the reliability is increased.
  • the invention provides that the second reservoir pressure vessel is integrated into or forms part of the first reservoir pressure vessel and is compressed air supplied by the circuit of the protective valve inlet 5 associated with the compressed air consumer circuit.
  • the first reservoir pressure vessel can supply compressed air to any desired compressed air consumer circuit of the vehicle, for example a pneumatic suspension circuit, a door opening circuit or, preferably, at least one compressed air actuated service brake circuit and / or a compressed air-operated stationary brake circuit of the pneumatically actuated braking device of the vehicle.
  • a compressed air consumer circuit of the vehicle for example a pneumatic suspension circuit, a door opening circuit or, preferably, at least one compressed air actuated service brake circuit and / or a compressed air-operated stationary brake circuit of the pneumatically actuated braking device of the vehicle.
  • first reservoir pressure vessel and the second reservoir pressure vessel are compressed air supplied by the same circuit of the protective valve device, a separate circuit of the multi-circuit protection valve and a separate reservoir pressure can be saved, which reduces the construction cost and space requirements.
  • the first reservoir pressure vessel supplied with compressed air by the compressor via the circuit of the protective valve device supplies the compressed air-actuated brake circuit of the brake device and / or a compressed-air-operated parking brake circuit with compressed air.
  • the second reservoir pressure vessel is integrated into the first reservoir pressure vessel by inserting into the first reservoir pressure vessel a rigid dividing wall which separates a first compressed air volume of the first reservoir pressure vessel from a second compressed air volume of the second reservoir pressure vessel.
  • the partition wall is arranged, for example, perpendicular to a longitudinal axis of the first reservoir pressure vessel. That's enough, the first one To build reservoir tank slightly longer than usual to accommodate the second volume of the second reservoir pressure tank.
  • the first reservoir pressure tank is associated with the brakes of a rear axle of the vehicle.
  • the valve device with the first reservoir pressure vessel form a structural unit by being flanged to the first reservoir pressure vessel or housed with the first reservoir pressure vessel in a common housing. Then can be dispensed with laying a between the integrated in the first reservoir pressure reservoir second reservoir pressure vessel and the valve means drawn pressure line.
  • the at least one compressed-air-actuated brake circuit preferably includes at least one compressed-air-actuated parking brake circuit and at least one compressed-air-operated parking brake circuit with at least one active parking brake actuator, which is tensioned by venting and released by venting.
  • the at least one compressed-air-operated service brake circuit can in particular be an electro-pneumatic service brake circuit with a priority electric brake circuit and a subordinate pneumatic service brake circuit as a fallback level in the event of a fault of the priority electric brake circuit.
  • the compressed-air-operated parking brake circuit may, in particular, be an electro-pneumatic parking brake circuit, the active parking brake actuator locking a service brake actuator, applied as part of a service brake, to the parking brake and releasing it to release the parking brake.
  • the valve device is an electromagnetic valve device and includes at least one controlled by an electronic control unit solenoid valve, wherein the control device controls the solenoid valve depending on the signals of a sensor device which detects a pressure drop in the first reservoir pressure tank directly or indirectly.
  • the sensor device may include at least one pressure sensor or a wheel speed sensor detecting the reservoir pressure in the first reservoir pressure vessel or in the reservoir pressure line or the brake pressure in the at least one compressed-air-actuated service brake circuit. If such a pressure sensor therefore detects a reduced reservoir pressure in the first reservoir pressure reservoir in relation to a theoretical reservoir pressure, a connection between the second reservoir pressure reservoir and the reservoir pressure line can be connected via the valve device.
  • a pressure sensor may in particular also be pressure sensors integrated in pressure control modules of electro-pneumatic brake devices which measure the instantaneous brake pressure currently present. A pressure drop of the brake pressure or its complete absence then indicate a leak in the first reservoir pressure vessel.
  • a pressure failure during a braking operation can also be detected on the basis of the wheel speed behavior of braked wheels, wherein today's compressed air-operated brake devices already include a brake slip control (ABS) with such wheel speed sensors. If there is a request for braking by the driver and monitored wheels are slowed down or not at all due to a drop in supply pressure, the control unit recognizes this as a fault and switches over the valve device, so that the compressed air supply takes place via the second reservoir pressure vessel.
  • ABS brake slip control
  • the electro-magnetic valve device connects in the outflow state according to a passage position the second reservoir pressure vessel with the supply pressure line of at least one electro-pneumatic service brake circuit and / or with the supply pressure line of the at least one electro-pneumatic parking brake circuit and locks according to a blocking position this connection in the energized Status.
  • the solenoid valve may in particular be a spring-loaded in the passage position 2/2-way solenoid valve.
  • an inlet of the solenoid valve is connected to the second reservoir pressure vessel and an outlet of the solenoid valve is connected to a control port of a relay valve, which communicates with a reservoir port with the second reservoir pressure vessel and with a working port connected to the reservoir pressure line of the at least one brake circuit. that is.
  • the relay valve acts in an advantageous manner increasing the pressure medium.
  • the valve device may include at least one first check valve, which is connected in a between the one hand the circuit of Schutzventilein- 5 direction (eg multi-circuit protection valve) and the first reservoir pressure vessel and the second reservoir pressure vessel drawn pressure line and which is guided via the pressure line compressed air flow from the circuit or from the first reservoir pressure vessel in the second reservoir pressure vessel allows, but a compressed air flow in the opposite direction io blocks.
  • This first check valve ensures that the second reservoir pressure tank is constantly filled with the maximum supply pressure.
  • valve device may include a second check valve, which in one between the one hand the circle of protection
  • the reservoir pressure line drawn pressure line is connected and which allows a guided via the pressure line compressed air flow from the circuit or from the first reservoir pressure vessel in the reservoir pressure line, but blocks a return flow in the opposite direction.
  • the first check valve and the second check valve in the compressed air line are connected in series one behind the other, wherein the supply pressure line branches off from the pressure line at a position between the first check valve and the second non-return valve.
  • an electronically controlled braking device (EBS) 1 is shown as part of a compressed air device of a heavy utility vehicle suitable for trailer operation according to a preferred embodiment of the invention, with an electro-pneumatic service brake device, a priority electro-pneumatic brake circuit 2 and the other subordinate pneumatic Service brake circuits, here includes a pneumatic Vorderachsbremsnik 4 and a pneumatic Schuachsbremsnik 6 as a fallback level.
  • the service brake pressure is electronically controlled.
  • the priority electro-pneumatic brake circuit 2 includes an electrical channel 36 of a foot brake module 7, which controls an electrical braking request signal to an example central brake control unit 9 depending on an operation of a foot brake plate via an electrical signal line 8, which then brake request signal via signal lines two 1-channel pressure control modules 10 on the front axle or a 2-channel pressure control module on the rear axle 12 controls.
  • the pressure control modules 10, 12 are compressed air supplied by means of a supply line 14, 15 from the supply pressure of each compressed air supply, namely a Vorratstik essenceers 16 for the Schuachsbrems Vietnamese 6 and a Vorratstik effecters 17 for the Vorderachsbremsnik 4 and include in known manner an inlet / outlet valve combination for controlling a Relay valve and a pressure sensor for each channel to measure the output at a working port brake pressure for service brake cylinder 18 on the front axle or rear axle and the actual value to a pressure in the relevant Druckre- gelmodul 10, 12 to report integrated electronic control unit in the sense of a nominal value adjustment.
  • the pressure control modules 10, 12 then modulate from the reservoir pressure to the electrical setpoint specification corresponding brake pressure to their working ports, which are connected via pneumatic pressure lines 20 to the active service brake cylinders 18.
  • the service brake cylinder 18 on the front wheels or on the rear wheels operate here, for example, disc brakes 20, more precisely brake pads, which each interact with a brake disc.
  • the local control units of the pressure control modules 10, 12 also contain ABS routines for the realization of a wheel-wise or axle-related brake slip control.
  • the central brake control unit 9 may contain, for example, routines of an ESP (Electronic Stability Program) here.
  • the foot brake module 7 Parallel to the electrical signals, the foot brake module 7 generates a pneumatic service brake pressure in the pneumatic rear axle brake circuit 6 and in the pneumatic front axle brake circuit 4 on the basis of a supply pressure supplied by the relevant storage pressure container 16 or 17 via the relevant supply line 14, 15 from the operation of the foot brake plate and pneumatic lines 24 pneumatic input terminals of the pressure control modules 10, 12 are supplied.
  • a so-called. Backup solenoid valve is present, which in intact electrical / electronics and in the energized state from the Schuachsbremsnik 6 and the Vorderachs- brake circuit 4 derived brake pressure against the respective Häbe- connect block, which via the pneumatic Pressure lines 20 communicate with the service brake cylinders 18.
  • the braking device comprises a parking brake device, which includes an electric parking brake value transmitter 26, here for example an electric parking brake lever, and is controlled by it.
  • parking brake request signals are hereby preferably input via a signal line 27 into the central brake control unit 9, in which parking brake routines are preferably implemented here.
  • a separate parking brake control unit could be provided.
  • the parking brake routines can also include other functions, such as, for example, a trailer control function, an auxiliary brake function or a stretch braking function.
  • the central brake control unit 9 then transmits the parking brake request signals here preferably to the local control unit of the pressure control module
  • solenoid valves 32 actuated depending on the parking brake request signals.
  • These solenoid valves 32 are designed to operate in the parking brake request case, i. in energized state in the
  • solenoid valves 32 in their blocking position, so that the locking devices 34 can not be activated.
  • these solenoid valves are 32 2/2-way solenoid valves with passage and locking position, each locking device 34 on the rear axle such a solenoid valve 32 is present.
  • the output stages for these solenoid valves 32 are preferably in 2-channel
  • the operating brake pressure for the rear axle which actuates the pneumatically actuated locking devices 34 and which is present in the pressure lines 20, can be transmitted through the electrical channel 36 of the foot brake module 7 or in the electro-pneumatic brake circuit 2 or, in the event of a defect in the electrical / electronic system, by the pneumatic rear axle 38 of the Foot brake module 7 and terachsbrems Vietnamese 6 are generated in the Schu-.
  • the foot brake module 7 also includes a pneumatic front axle 40 for controlling the Vorderachsbremsnikes 4th
  • signals such as the momentary wheel speed, the instantaneous brake pad wear, the brake pad temperature and, at the rear axle, the state of the parking brake (released or clamped) are transmitted to the local control units of the pressure control modules 10, 12 via the 6-pole electrical control lines 30.
  • the service brake actuators 18 in this case: pneumatically actuated brake cylinders on the rear axle has been mechanically locked by means of the parking brake actuators 34 (here: pneumatic-mechanical locking device)
  • the service brakes can be released
  • the solenoid valves 32 actuating the parking brake actuators 34 switch then back to their closed positions.
  • the driver operates the foot brake plate of the foot brake valve 7 and the parking brake value transmitter 26, whereby the actuation of the parking brake value transmitter 26 opens the parking brake actuators 34 actuated solenoid valves 32. Then, due to the operation of theticianbremsplatte built in the pressure lines 20 and acting on the parking brake actuators 34 service brake pressure then ensure that the Feststellbremsaktuatoren 34 (here: pneumatic-mechanical locking device) get into its release position and cancel the previously existing locking the Tromsaktuatoren 18.
  • the Feststellbremsaktuatoren 34 here: pneumatic-mechanical locking device
  • the parking brake actuators 34 function according to the "ballpoint pen principle", ie by switching from “locking” or “tightening” to "unlocking” or “releasing” and vice versa, wherein the pressurization by the associated solenoid valve 32 is carried out, which is determined by the parking brake value transmitter 26, the central brake control unit 9 and the local control unit of the 2-channel pressure control module 12 bremsan horrsleton electrically dependent, and via an operation of the foot brake module 7 to the service brake pressure as the control pressure for the parking brake actuators 34th
  • the electro-pneumatic parking brake circuit therefore comprises the parking brake value transmitter 26, the central brake control unit 9, the local control unit of the 2-channel pressure control module 12, the solenoid valves 32 and the parking brake actuators 34 (here: pneumatic-mechanical actuators) animal devices).
  • the electrical / electronic components of the service brake device and the parking brake device such as the central brake control unit 9, the local control units in the pressure control modules 10, 12, electrical sensors, the electric parking brake 26, the parking brake actuators 34 controlling solenoid valves 32 are from a power source not shown here supplied electrical energy.
  • the dividing wall 42 is arranged, for example, perpendicular to a longitudinal axis of the reservoir pressure reservoir 16 of the rear axle brake circuit 6.
  • the reservoir pressure tank 16 of the Schuachsbrems Vietnamese suckes 6 and the reservoir pressure vessel 17 of the Vorderachsbrems Vietnamesees 4 are each from a circle, here Wegachsnik 44 and Vorderachsnik 46 of a multi-circuit protection valve 48 compressed air supplied, which is fed by a compressor 66, not shown here. Since the emergency reservoir pressure vessel 16 'is integrated into the reservoir pressure reservoir 16 of the Schuachsbremsnikes 6, it is fed by the same Schuachsnik 44 of the multi-circuit protection valve 48.
  • the emergency reservoir pressure vessel 16 ' can be connected to the supply line 14 of the rear axle brake circuit 6 via a valve device 50 symbolized in the figure by the dashed rectangle.
  • This valve device 50 forms with the reservoir pressure tank 16 of the Schuachsbremsnikes 6 and with the integrated in this emergency supply pressure vessel 16 'preferably a structural unit by being flanged to the reservoir pressure vessel 16, 16' or housed with the reservoir pressure vessel 16, 16 'in a common housing is.
  • the valve device 50 includes a 2/2-way solenoid valve 54 controlled for example by the brake control unit 9 via a signal line 52, wherein the brake control unit 9 controls the solenoid valve 54 depending on the signals of a sensor device 56, which a pressure drop in the reservoir pressure vessel 16 of the Schuachsbremsnikes 6 can detect directly or indirectly.
  • the sensor device 56 may include at least one pressure sensor which detects the supply pressure in the reservoir pressure reservoir 16 of the rear axle brake circuit 6 or in the reservoir pressure line 14 or the brake pressure in the brake pressure leading pressure lines 20 beyond the pressure control module 12. summarizes.
  • a pressure sensor may, in particular, be one of the pressure sensors integrated anyway into the pressure control module 12 of the rear axle, which pressure sensors measure the actual brake pressure currently present per channel. A pressure drop of the brake pressure or its complete absence then indicate a leak in the reservoir pressure tank 16 of the Deutschenachsbremsnikes 6 out.
  • a pressure sensor 56 therefore detects a reduced reservoir pressure in the reservoir pressure reservoir 16 of the rear axle brake circuit 6 compared with a theoretical reservoir pressure, a connection between the emergency reservoir pressure reservoir 16 'and the reservoir pressure line 14 can be switched via the valve device 50.
  • a pressure failure during a braking operation can also be detected on the basis of the wheel speed behavior of braked wheels. If there is a request for braking by the driver and monitored wheels are braked too weakly or not at all due to a drop in supply pressure, then the brake control unit 9 recognizes this as a fault and switches over the valve device 50, so that the compressed air supply of the rear axle brake circuit 6 is then transmitted via the emergency reservoir 16 '. he follows.
  • the solenoid valve 54 has a blocking and a passage position, wherein in the passage position its input is connected to its output and in the blocking position this connection is prevented.
  • the solenoid valve 54 is in particular a spring loaded in the passage position 2/2-way solenoid valve.
  • the input of the solenoid valve is connected to the emergency reservoir pressure vessel 16 'and its output connected to a control port of a relay valve 58, which is connected with its supply connection to the emergency reservoir pressure vessel 16' and with its working port to the reservoir pressure line 14 of the Deutschenachsbremsnikes 6.
  • the solenoid valve 54 In the outflow state, the solenoid valve 54 is spring loaded in its passage position and connects the emergency reservoir pressure vessel 16 'with the control terminal of the relay valve 58, which then depends on the pre- board pressure in the emergency reservoir pressure vessel 16 'this pressure volume boosted in the supply pressure line 14 of the Deutschenachsbremsnikes 6 einêtt. In the energized state, the solenoid valve 54 interrupts this connection in its blocking position.
  • a compressed air supply of the parking brake circuit and the rear axle brake circuit 6 by the emergency reservoir 16 ' is advantageous, because then with the emergency reservoir 16' in FIG. located compressed air both the service brakes of the rear axle as well as the parking brakes are still activated.
  • the valve device 50 further preferably includes a first check valve 60, which is connected in a between one the Schuachswan 44 of the multi-circuit protection valve 48 and the reservoir pressure vessel 16 of Häachsbremsnikes 6 and on the other hand emergency reservoir 16 'drawn pressure line 62 and which is guided via the pressure line 62 compressed air flow from the Schuach circle 44 or from the stock pressure vessel 16 of the Schuachsbremsnikes 6 in the emergency reservoir pressure vessel 16 'allows, but a compressed air flow in the opposite direction blocks.
  • this first check valve 60 it is ensured that the emergency reservoir pressure vessel 16 'is constantly filled with the maximum reservoir pressure.
  • the valve device 50 includes, for example, a second check valve 64, which is connected in the one between the Wegachsnik 44 of the multi-circuit protection valve 48 and the reservoir pressure vessel 16 of Häachsbremsnikes 6 and on the other hand, the supply pressure line 14 of the Schuachsbremsnikes 6 drawn pressure line 62 and which guided via the pressure line 62 Compressed air flow from the Schuachsnik 44 or from the reservoir pressure vessel 16 of the Schuachsbremsnikes 6 in the supply pressure line 14 of the Deutschenachsbremsnikes 6 allows, but blocks a return flow in the opposite direction.
  • the second check valve 64 prevents the out of the emergency reservoir pressure vessel 16 'discharged compressed air flows into a leaking reservoir pressure tank 16 of the Deutschenachsbremsnikes 6.
  • the first check valve and the second check valve in the compressed air line 62 are connected in series one behind the other, wherein the supply pressure line 14 of the Schuachsbremsnikes 6 branches off from the pressure line 62 at a location between the first check valve 60 and the second check valve 64.
  • an emergency supply pressure vessel can also be integrated into the reservoir pressure vessel 17 of the front axle brake circuit 4 instead of into the reservoir pressure vessel 16 of the rear axle brake circuit.
  • the valve device 50 then supplies this emergency reservoir pressure vessel, for example, with the reservoir pressure line 15 of the front axle brake circuit 4 can connect.
  • a diagonal connection is possible, for example, an integrated into the reservoir pressure vessel 16 of the Schuachsbremsnikes 6 Emergency supply pressure vessel 16 ', which is connectable via the valve device 50 with the supply pressure line 15 of the front-axle brake circuit 4 or vice versa.
  • the emergency reservoir pressure vessel 16 ' can be integrated into a reservoir pressure vessel of any compressed air consumer circuit of the vehicle.

Landscapes

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

Abstract

L'invention concerne un dispositif à air comprimé d'un véhicule comprenant un dispositif de freinage (1) actionné par de l'air comprimé, un premier réservoir de pression de réserve (16) alimenté en air comprimé par un compresseur (66) par l'intermédiaire d'un circuit (44) d'un ensemble soupape de protection (48) et servant à fournir de l'air comprimé à un circuit consommateur d'air comprimé (6), ainsi qu'un deuxième réservoir de pression de réserve (16'), lequel peut être relié par l'intermédiaire d'un ensemble soupape (50) à la conduite de pression de réserve (14) d'au moins un circuit de freinage (6) actionné par de l'air comprimé du dispositif de freinage (1). Selon l'invention, le deuxième réservoir de pression de réservoir (16') est intégré dans le premier réservoir de pression de réserve (16) ou fait partie de ce dernier et est alimenté en air comprimé par le circuit (44) de l'ensemble soupape de protection (48) associé au circuit de consommateur d'air comprimé (6).
EP15729422.4A 2014-06-18 2015-06-11 Dispositif à air comprimé d'un véhicule comprenant un réservoir de pression de réserve d'urgence intégré Withdrawn EP3157788A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014108555.8A DE102014108555A1 (de) 2014-06-18 2014-06-18 Drucklufteinrichtung eines Fahrzeugs mit integriertem Notvorratsdruckbehälter
PCT/EP2015/063001 WO2015193159A1 (fr) 2014-06-18 2015-06-11 Dispositif à air comprimé d'un véhicule comprenant un réservoir de pression de réserve d'urgence intégré

Publications (1)

Publication Number Publication Date
EP3157788A1 true EP3157788A1 (fr) 2017-04-26

Family

ID=53404533

Family Applications (1)

Application Number Title Priority Date Filing Date
EP15729422.4A Withdrawn EP3157788A1 (fr) 2014-06-18 2015-06-11 Dispositif à air comprimé d'un véhicule comprenant un réservoir de pression de réserve d'urgence intégré

Country Status (5)

Country Link
EP (1) EP3157788A1 (fr)
CN (1) CN106660536B (fr)
BR (1) BR112016029346A2 (fr)
DE (1) DE102014108555A1 (fr)
WO (1) WO2015193159A1 (fr)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP6781117B2 (ja) * 2017-07-28 2020-11-04 日立建機株式会社 ダンプトラックのブレーキシステム
DE102018102764A1 (de) 2018-02-07 2019-08-08 Haldex Brake Products Aktiebolag Bremsanlage für ein Nutzfahrzeug, Druckluftaufbereitungseinheit und Verwendung einer Druckluftaufbereitungseinheit
DE102019114270A1 (de) 2019-05-28 2020-12-03 Wabco Gmbh Elektronisch gesteuertes pneumatisches Bremssystem mit zwei Einkanal- Achsmodulatoren und ABS-Ventilen sowie Fahrzeug mit einem solchen Bremssystem
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WO2015193159A1 (fr) 2015-12-23
CN106660536A (zh) 2017-05-10
CN106660536B (zh) 2020-03-06
BR112016029346A2 (pt) 2017-08-22

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