JP3288493B2 - Pressure control module used in compressed air brake system - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a pressure control module used in a compressed air brake device of a practical vehicle, and particularly to a valve unit having an electromagnetic valve for controlling at least one relay valve, and a microcomputer. And an electronic unit with which the microcomputer is connectable to at least one further electronic system unit for exchanging electronic signals.

[0002]

2. Description of the Prior Art A pressure control module of this type is known from EP-A-0 467 112. This European patent application describes an electronic brake system for road vehicles with electronic equipment which serves to control the brake pressure modulator. In this known braking system, the electronic device is provided with at least one
A plurality of wheel modules with one microcomputer and at least one wheel module with a microcomputer
It is divided into two upper central modules. In this case, means for combining two wheel modules provided on one axle into one axle module is disclosed.

[0003] The operating units associated with the wheels of the electronic braking systems used in road and rail vehicles, as described above, have their own electronic control units and these operating units are centrally located. Starting from the located electronic devices, it is also possible to coordinate via the interfaces and exchange data with each other via these interfaces. Such electronic brake systems are suitable in principle to meet the demands placed on modern electronic brake systems. However, it has been found that the excess cost of such electronic braking systems as compared to conventional braking devices cannot be offset by the functional advantages that are actually obtained thereby.

[0004]

The object of the invention is to improve a pressure control module of the type mentioned at the outset by reducing the number of required system components in comparison to known wheel-related concepts. It is an object of the present invention to provide a pressure control module capable of significantly reducing manufacturing costs and at the same time improving system safety.

[0005]

In order to solve this problem, according to the structure of the present invention, the valve unit is configured in a two-passage type, and has one relay valve for each one of the passages. It is provided with only one electronic unit which serves for the control of both relay valves, wherein the valve units are provided for controlling the brake cylinders of at least one axle by working connections respectively assigned to the relay valves. I was there.

[0006]

According to the present invention, the following great advantages can be obtained. That is, individual pressure control can be achieved with two separate outlets or with two separate brake cylinders or two separate brake cylinder pairs using only one electronic unit. Furthermore, the configuration of the invention also allows at least one of the solenoid valves to be used for pressure control at both outlets of the valve unit.

[0007] Advantageous improvements of the compressed air brake device according to claim 1 are made possible by the measures as claimed in claim 2 and below.

[0008] The configuration of the pressure control module according to the invention according to claim 2 is particularly advantageous. In this case, one common switching valve configured as a three-port two-position solenoid valve is assigned to both pressure control passages.

[0009] The configuration of the pressure control module according to claim 3 also provides a great advantage. In this case, a further switching valve common to the two pressure control passages enables, in the event of an electrical or electronic control failure, the activation of a pressure control module similar to that of a general-purpose pneumatic brake system. Has become.

Another advantage of the above-described configuration of the pressure control module according to the invention is that it is possible to realize an "electronic differential lock" without additional valve means using such a pressure control module. . Furthermore, a great advantage of the pressure control module according to the invention is that
Even when the electronic brake device is shut off or fails,
It is another object of the present invention to provide a completely effective general-purpose pneumatic brake device.

[0011]

BRIEF DESCRIPTION OF THE DRAWINGS FIG.

FIG. 1 shows a pressure control module 100. According to the invention, the pressure control module 100 is designed as a two-passage pressure control module and comprises a valve unit 1 and an electronic unit 2 which is directly mechanically and electrically connected to the valve unit 1. Have.

The valve unit 1 has two separate pressure control passages, each of which has a separate relay valve 3; 4. The pneumatic control inlet 5 of one of the relay valves 3 is controlled by a two-port, two-position solenoid valve 7 uniquely assigned to the relay valve 3. The pneumatic control inlet 6 of the other relay valve 4 is controlled by another two-port, two-position solenoid valve 8 uniquely assigned to this relay valve 4.

A two-port two-position solenoid valve 7, 8 is in front of a common switching valve, which is formed in the form of a three-port two-position solenoid valve 9. The three-port two-position solenoid valve 9 is connected to the external air connection 1 that communicates with the outside air.
It serves to exhaust the relay valves 3, 4 or brake cylinders (not shown) connected to the relay valves 3, 4 via 0, 11 (described further below).

3 port 2 position solenoid valve 9 serving for exhaust
, Another three-port two-position solenoid valve 12 is provided in front of a switching valve. The three-port two-position solenoid valve 12 similarly corresponds to both pressure control passages. This 3
The port 2 position solenoid valve 12 connects the connection 13 of the pressure control module 100 to which the control pressure is applied in the spring operated basic position shown in FIG. 9 and the two-port two-position solenoid valves 7, 8 are connected to the control inlets 5, 6 of the relay valves 3, 4 respectively. In a state where a current is loaded, that is, in a state where the exciting coil is controlled, the three-port two-position solenoid valve 12 connects the connection part 17 to the inlet side of the three-port two-position solenoid valve 9 via the conduits 16 and 15. So the connection part 17
Can be applied to the pneumatic control inlets 5 and 6 of the relay valves 3 and 4 via the two-port two-position solenoid valves 7 and 8.

Each of the two relay valves 3, 4 has its own working connection 18; 19, each of which has two connections 20, 22;
It branches to 23. Connections 20, 22; 21, 23
Communicates with one brake cylinder (not shown) of each of the vehicle wheels. In order to monitor the working connections 18, 19, one pressure signal generator 24, 25 can be optionally connected to the connections 18, 19, as indicated by the dashed lines. In this case, both pressure signal generators 24, 25 are electrically connected directly to the electronic unit 2, respectively.

The electronic unit 2 has at least one microcomputer, which has its own intelligence and further electronic or electrical components (not shown).
These electronic components or electrical components, the supply voltage U _B is supplied via the connection 26. These electronic or electrical components process incoming analog and digital signals, exchange information with at least one further electronic system unit via at least one interface, and at least one further electronic component. An electronic or electrical unit, in particular the solenoid valve of the valve unit 1 shown in FIG.
8 and 3 port 3 position control valves 9, 12 or FIG.
Control commands and signals can be sent to the corresponding solenoid valves of the valve unit according to the variant embodiment shown in FIGS.

For this purpose, the electronic unit 2 comprises an interface connection 27 and a connection 28 for the transmission and reception of analog and / or digital signals.
And for a sensor input signal indicative of wheel rotation characteristics,
Connection 2 corresponding to the number of vehicle wheels to be sensed
9.

The two-pass pressure control module 100 shown in FIG. 1 can be used in both electronic and conventional braking systems.
Such a pressure control module 100 operates as follows.

When the brake value generator 33 (see FIG. 5 and German Patent Application No. P4141995.2) is not operated, all solenoid-operated solenoid valves 7, 8, 9, 12 are operated. Are located in the state shown in FIG. 1, that is, the basic position where the spring operation is performed. As soon as the tread plate or pedal of the brake valve or brake value generator 33 is operated, the current pedal position is
It is applied to the interface connection 27 of the pressure control module 100, for example in the form of an electric signal generated by a potentiometer, possibly via an electronic system unit, in the embodiment shown in FIG. . The electronic unit 2 of this pressure control module 100 then forms a corresponding electrical signal. Based on this electric signal, the first pedal of the brake value generator 33
3 port 2 position solenoid valve 12 immediately upon measurable movement of
Is switched to the working position. Further, the electronic unit 2 may be connected with the magnitude of the output signal of the brake value generator 33.
The corresponding output signals for the two-port two-position solenoid valves 7, 8 are thereby formed. In the embodiment shown in FIG. 1, these two-port two-position solenoid valves 7, 8 may be, for example, high-frequency clock-controlled valves which are operated by being clocked at a high frequency. Since the two-port two-position solenoid valves 7 and 8 appropriately control the pneumatic control inlets 5 and 6 of the two relay valves 3 and 4,
The brake cylinder pressure at 19 is determined by the brake value generator 3
The clock is controlled at a high frequency corresponding to the position of the third pedal. In this case, when the pressure at the work connections 18, 19 is monitored by the pressure signal generators 24; 25 shown in dashed lines in FIG. 1, a closed pressure control circuit for monitoring the brake cylinder pressure, ie a closed loop A pressure control circuit is obtained.

The pressure reduction (release of the brake) is performed by controlling the 3-port 2-position solenoid valve 9 by the electronic unit 2 when the foot is released from the pedal of the brake value generator 33 for both pressure passages. In this case, the three-port two-position solenoid valve 9 is moved from its spring-operated basic position to the electromagnet-operated working position, while the external air connections 10, 11 are now again in the basic position. Connected to the pneumatic control inlets 5 and 6 of the relay valves 3 and 4 through the two-port two-position solenoid valves 7 and 8, whereby the control chambers of the relay valves 3 and 4 are evacuated. Through the reaction chambers of the relay valves 3 and 4, the connected brake cylinders (not shown) are also exhausted.

Further, the brake device operates in a skid control operation, that is, an ABS (Anti-Blockier-Schutz) operation or a traction control operation, that is, an ASR (Antriebs-Schlupf)
(Regelung) operation, pressure reduction is performed via the 3-port 2-position solenoid valve 9. On the other hand, the brake pressure holding function and the brake pressure increasing function are realized again through the two-port two-position solenoid valves 7 and 8.
In this case, by controlling the two-port two-position solenoid valves 7 and 8 by shifting the phases of the two two-port two-position solenoid valves 7 and 8 relatively to each other, closed loop control is performed even when the pressure is increased or when the pressure is reduced. It is easily possible to create different brake pressures in both pressure passages.

However, in the configuration of the valve unit 1 shown in FIG. 1, the brake pressure is increased in one pressure passage and the brake pressure is reduced in the other pressure passage, that is, the pressure for one pressure passage is reduced. It is not possible to increase the pressure at the working connection 18; 19 and at the same time reduce the pressure at the working connection 19; 18 for the other pressure passage. If such a mode of operation of the braking device is desired or required, another embodiment of the invention shown in FIG. 2 applies. In the embodiment shown in FIG. 2, the structure of the valve unit 1 is otherwise identical to that of the embodiment of FIG. 1, and another 3-port 2-position solenoid valve 9 ′ is additionally provided as an exhaust valve. The relay valve 3 can be evacuated via this separate external air connection 10 ', 11'. That is, in the valve unit 1 of the embodiment shown in FIG. 2, for each relay valve 3, 4, a dedicated 3-port 2-position solenoid valve 9, 9 'configured as an exhaust valve, and a dedicated external Air connections 10, 10 ', 11, 11' are provided.

FIG. 3 shows a further variant of the valve unit 1 which also makes it possible to increase the brake pressure or the working pressure in one pressure passage and at the same time reduce it in the other pressure passage. . In this embodiment, the two 3-port 2-position solenoid valves 9, 9 'are proportional valves 30, 3 respectively.
It has been replaced by 0 '. In this case, the valve unit 1
In other respects, is configured the same as the valve unit 1 shown in FIG.

That is, in the embodiment shown in FIG. 3, control of the relay valves 3 and 4 is performed via one proportional valve 30, 30 ', respectively. This proportional valve 30,
Reference numeral 30 'denotes a pre-control valve, which makes the corresponding relay valve 3, 4 correspond to a control pressure directly proportional to a specified control current generated by the electronic unit 2.

In the pressure control module 100 according to the invention shown in FIG. 4, a valve unit similar to the valve unit 1 of the embodiment shown in FIG. 1 is used, but the valve of the embodiment shown in FIG. 3 ports 2 provided in unit 1
The position solenoid valve 12 is not required. Otherwise,
The pressure control module 100 shown in FIG. 4 has the same configuration as the valve unit 1 in the embodiment shown in FIG.
In the embodiment shown in FIG. 4, only the control pressure from the connection portion 13 always reaches the inflow side of the three-port two-position solenoid valve 9.
On the other hand, the stored pressure of the connection 17 is always provided directly to both relay valves 3, 4 as in the embodiments shown in FIGS. 1, 2 and 3.

The embodiment shown in FIG. 4 is advantageously used for towed vehicles with conventional brakes. In such a towed vehicle, only the ABS function needs to be realized.

However, for vehicles with a drive shaft,
In addition to the ABS function, an ASR (slip control during driving) is often required. Regardless of whether such a drive shaft is provided with a general-purpose brake device or an electronic brake device, such an ASR function is performed by using the valve unit 1 shown in FIG. Can be realized very simply by the 3-port 2-position solenoid valve 12 provided in the above. That is, the electronic unit 2
During driving operation, via a rotation speed sensor on the drive shaft,
As soon as a different wheel speed is detected which cannot be attributed to the wheel speed difference caused by the curve, this is recognized as an undesired slip, after which the electronic unit 2 is switched to the three-port two-position electromagnetic system. By switching the valve 12 via the corresponding two-port two-position solenoid valve 7;
That is, the brake pressure is increased for the wheel with the higher rotational speed, in which case the brake pressure is increased until both drive wheels have approximately equal wheel speeds, ie, rotational speeds. At this time, the corresponding brake pressure for the brake cylinder of the wheel rotating at a low speed, that is, the wheel having the lower rotation speed is increased by a 2-port 2-position solenoid valve 7 corresponding to the wheel.
8 is blocked. That is, the corresponding 2-port 2-position solenoid valves 7; 8 are not clocked by the electronic unit 2, but the supply of compressed air to the pneumatic control inlets 5; 6 of the relay valves 3; 4 is blocked. Is controlled as follows. The three-port two-position solenoid valve 12 is driven when the brake value generator 33 is not operated, particularly when the driving wheel is idling at the time of starting, that is, when the control pressure is not supplied to the connection portion 13 at this time. This is extremely important for obtaining slip control or electronic differential lock.

Even if the three-port two-position solenoid valve 12 is no longer electrically controlled in the event of a fault, that is, if it is no longer possible to bring the three-port two-position solenoid valve 12 to its connection position, it is operated. The complete braking effect is still obtained via the open connection 13 and the conduits 14 and 15 at the open valve (back-up function). Furthermore, even in this case, the complete AB
The S function is maintained.

FIG. 5 schematically shows the use of two pressure control modules 100, 100 'according to the invention in a complete braking system. As can be seen from the drawing, the brake value generator 33 is connected to the electrical part 3
3a, two pneumatic parts 33b, 33c
And one pressure release point 33d. Via both pneumatic parts 33b, 33c, brake cylinders 40, 41, 42, 4 used for the four wheels of the vehicle
3 can be controlled in a general-purpose manner in a pneumatic manner. The electrical part 33a of the brake value generator 33
An electric signal corresponding to the position of the pedal 33e is supplied to a central control device. This control device 34 controls both pressure control modules 100, 100 'via corresponding bus lines. The two pressure control modules 100, 100 'take control of the respective brake cylinders 40, 41, 42, 43 in a braking device operating as an electronic braking device, as described above.

FIG. 6 also shows, in a schematic view, the possibility of using the pressure control module 100 shown in FIG. 4 for a three-axle towed vehicle equipped with a conventional braking device.

The pressure control module 100 shown in FIG.
However, for the features described above,
Only the ABS function is possible. Pressure control module 1
00, the various solenoid valves 7, 8,
The control of No. 9 is performed as described above. In such a use case, four wheel sensors in the form of a speed generator 101 are connected to the pressure control module 100. The output signals of these speed generators 101 are individually processed by the pressure control module 100. In this case, an individual pressure control is provided for the brake cylinder 102, for example, by means of speed signals of two wheels, which are preferably arranged on both sides. This pressure control is based on the principle that the rotational speed of the wheel with the lower rotational speed is a function determining factor. An additional central electronic device, generally speaking another electronic system unit, is not required in this case.

With regard to the use case of the electronic brake device in the towed vehicle, no additional central electronic device is required, other than in the embodiment of the pressure control module according to the invention shown in FIG. 1 or FIG. This is because the two-passage pressure control module can receive the information of the towing vehicle directly via its own interface (possibly a plurality of interfaces) and process it internally. Other signal values, for example the output signal of the load value generator 35, are also received and processed directly, so that the appropriate braking force can be generated for the individual case. The load value generator 35 is in this case configured as a pressure-to-voltage converter, as can be seen from FIG. 6, in which case the greater the weight of the truck or towing vehicle, the more voltage is generated Thus, the required braking force for braking the truck or towing vehicle can be adjusted.

As can be seen from the above description, the use of the pressure control module according to the invention offers significant advantages over the prior art. One of these advantages is, first of all, to save one solenoid valve, for example in the embodiment shown in FIG. 2, or to provide two solenoid valves, as in the embodiment shown in FIG. The point is that the valve can be saved. Also in particular, the use of a pressure control module according to the invention, in particular EP 0 467 112 A1
There is also the advantage that the wheel module electronics can be saved almost completely compared to the known prior art described in the document. In addition, electrical lines and pneumatic lines and couplings for these lines and lines, such as connector components, joints and the like, can be saved significantly. further,
According to the present invention, higher security can be obtained. This is because component units and coupling members which cause almost no failure are used.

[Brief description of the drawings]

FIG. 1 is a circuit diagram showing a first embodiment of a two-passage pressure control module according to the present invention.

FIG. 2 is a circuit diagram showing a second embodiment of a two-passage pressure control module according to the present invention.

FIG. 3 is a circuit diagram showing a third embodiment of a two-pass type pressure control module according to the present invention.

FIG. 4 is a circuit diagram showing a fourth embodiment of a two-pass type pressure control module according to the present invention.

FIG. 5 is a circuit diagram of a vehicle brake device configured using the pressure control module shown in FIG. 1, FIG. 2, or FIG.

FIG. 6 is a circuit diagram showing a main part of a vehicle brake device configured using the pressure control module according to the present invention.

[Explanation of symbols]

1 valve unit, 2 electronic unit, 3,4 relay valve, 5,6 control inlet, 7,8 2-port 2-position solenoid valve, 9,9 '3-port 2-position solenoid valve, 1
0, 10 ', 11, 11' external air connection, 12
3 port 2 position solenoid valve, 13 connection, 14, 1
5,16 conduit, 17 connection, 18,19 working connection, 20,21,22,23 connection, 24,
25 pressure signal generator, 26 connection, 27 interface connection, 28, 29 connection, 30, 3
0 'proportional valve, 33 brake value generator, 33a
Electrical part, 33b, 33c pneumatic part, 33d pressure release point, 33e pedal, 34
Control device, 35 load value generator, 40, 41, 4
2,43 brake cylinder, 100,100 'pressure control module, 101 speed generator, 102
Brake cylinder

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-6-156259 (JP, A) JP-A-7-9980 (JP, A) JP-A-61-166764 (JP, A) (58) Survey Field (Int.Cl. ⁷ , DB name) B60T 17/04

Claims (8)

(57) [Claims] 1. A pressure control module used in a compressed air brake device, comprising: a valve unit having an electromagnetic valve for controlling at least one relay valve; and an electronic unit having a microcomputer. The microcomputer is in particular at least one further electronic system unit for exchanging electronic signals.
In those forms can be connected to preparative, the valve unit
(1) is configured as a two-passage type, with each pass
It has one relay valve (3, 4) and
The only one working for the control of the relay valves (3, 4)
Child unit (2), and a valve unit
(1) corresponds to each relay valve (3, 4)
Work connection (18, 19)
Provided to control the brake cylinder of one axle
A pressure control module for use in a compressed air brake device. To the claim 2, wherein each of the two relay valves of the valve unit (1) (3,4), each with an inlet side one control solenoid valve (7, 8) are associated disposed, two control solenoid valves ( 7,
8), an external air connection (10, 1)
One 3-port acting as an exhaust valve to form 1)
2. The pressure control module according to claim 1, further comprising a two-position solenoid valve (9). To 3. Each of the two relay valves of the valve unit (1) (3,4), each with an inlet side one control solenoid valve (7, 8) are associated disposed, two control solenoid valves ( 7,
8), at the inlet side, an external air connection (10,
2. The pressure control module according to claim 1, wherein a three-port two-position solenoid valve (9, 9 ') is provided in each case, which serves as an exhaust valve for forming the first, second, third and fourth parts. 4. The pressure control module according to claim 1, wherein each relay valve (3, 4) is controllable by a proportional valve (30, 30 '). 5. Another 3-port 2-position solenoid valve (12) is provided, by the three-port two-position solenoid valve (12), et disposed downstream of the three-port two-position solenoid valve (12)
The valve units (7, 8, 9) of the valve unit (1)
Spring-loaded basics to supply eumatic pressure
A conventional pneumatic that can transmit control pressure in position
The control conduits (14, 15) working for brake operation are opened.
In a releasable or electromagnetically operated working position,
5. The pressure control module according to claim 2, wherein the conduit loaded with the storage pressure is openable . 6. The pressure formed at each of said working connections (18, 19) is detectable by a pressure signal generator (24, 25) electrically connected to an electronic unit (2). The pressure control module according to any one of claims 1 to 5. 7. Two separate working connections (18, 19).
7. The pressure as claimed in claim 1, wherein the electronic unit is configured such that up to four wheel speeds can be individually evaluated for the purpose of controlling the pressure formed on the wheel. Control module. 8. Two separate working connections (18, 19).
8. The electronic unit (2) according to claim 1, wherein the electronic unit (2) is configured so that the output signal of another external signal value generator can be evaluated for the purpose of controlling the pressure formed in the electronic unit. The pressure control module according to the item.