JPH06156260A - Pressure control module for use in compressed air brake device - Google Patents

Abstract

PURPOSE: To greatly reduce a production cost and simultaneously to improve system safety as well by reducing the number of required system constituting elements in comparison with a concept related to public wheels. CONSTITUTION: A valve unit 1 is formed from relay valves 3 and 4 per passage and provided with only one electronic unit 2 for controlling both the relay valves 3 and 4 and further, the valve unit 1 is provided for controlling at least one axle.

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 particularly in a compressed air brake system for a commercial vehicle, which includes a valve unit having a solenoid valve for controlling at least one relay valve and a microcomputer. An electronic unit is provided, the microcomputer being in particular connected to at least one further electronic unit for exchanging electronic signals.

[0002]

A pressure control module of this type is known from EP-A-0467112. This European patent application describes an electronic braking system for street vehicles, which comprises electronic devices that serve to control a brake pressure modulator. The electronic device is divided into a plurality of wheel modules each of which is associated with an individual wheel and which comprises at least one microcomputer, and at least one upper central module which comprises a microcomputer.
In this case, the possibility of combining two wheel modules provided on one axle into one axle module is disclosed.

The electronic braking system used in such road vehicles and rail vehicles, that is to say the adjusting unit associated with the wheels, has its own electronic control unit and, starting from the centrally located electronic unit, An electronic braking system, which is aligned via an interface and is capable of exchanging data with each other via said interface, is in principle suitable for meeting the demands of modern electronic braking systems. However, it has been found that the excess cost of such a braking system as compared to conventional braking devices cannot be offset by the functional advantages that are actually obtained thereby.

[0004]

The object of the present invention is to improve a pressure control module of the type mentioned at the outset by reducing the number of required system components compared to the known wheel-related concepts. It is an object of the present invention to provide a pressure control module in which the manufacturing cost can be remarkably reduced while the system safety is also improved.

[0005]

In order to solve this problem, in the structure of the present invention, the valve unit is of the two-passage type and the passage 1
One relay valve each, with only one electronic unit acting for the control of both relay valves, said valve unit being provided for controlling at least one axle. I did it.

[0006]

According to the present invention, the following great advantages are obtained. That is, it becomes possible to realize individual pressure control at two separate outlets or for two separate brake cylinders or two separate brake cylinder pairs using only one electronic unit. Furthermore, the arrangement according to the invention also makes it possible to use at least one of the solenoid valves for pressure control at both outlets of the valve unit.

[0007] The measures as defined in claims 2 and below enable advantageous refinements of the pressure-air brake system according to claim 1.

The construction of the pressure control module according to the invention as defined in claim 2 is particularly advantageous. In this case, a common switching valve configured as a 3-port 2-position solenoid valve is assigned to both pressure control passages.

The construction of the pressure control module according to claim 3 also brings great advantages. In this case, a separate switching valve, which is common to both pressure control passages, enables the operation of the pressure control module in the event of a failure of the electrical or electronic control, as in a universal pneumatic brake system. There is.

Another advantage of the above construction of the pressure module according to the invention is that with such a pressure control module it is possible to realize an "electronically actuated lock" without an additional valve device. Furthermore, a great advantage of the pressure control module according to the invention is that it provides a universal pneumatic brake system which is completely effective even when the electronic brake system is shut off or malfunctions.

[0011]

Embodiments of the present invention will now be described in detail with reference to the drawings.

A pressure control module 100 is shown in FIG. According to the invention, this pressure control module is constructed as a two-passage pressure control module and comprises a valve unit 1 and an electronic unit 2 which is mechanically and electrically directly connected to this valve unit. ing.

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

The two 2-port 2-position solenoid valves 7 and 8 are commonly preceded by a switching valve in the form of a 3-port 2-position solenoid valve 9. This 3-port 2-position solenoid valve has an external air connection 1
Relay valves 3 and 4 via 0 and 11 or a brake cylinder (not shown) connected to this relay valve
Helps to vent (see further below).

3-port 2-position solenoid valve 9 for ventilation
Another 3-port 2-position solenoid valve 12 as a switching valve is placed in front of. This 3-port 2-position solenoid valve is also commonly assigned to both pressure control passages. This 3 port 2
The position solenoid valve 12 is controlled via the conduits 14 and 15, the 3-port 2-position solenoid valve 9 and the 2-port 2-position solenoid valves 7 and 8 in the spring-operated basic position shown in FIG. Pressure control module 100 to which pressure is applied
The connecting portion 13 is connected to the control inlets 5 and 6 of the relay valves 3 and 4. When the current is loaded, that is, when the exciting coil is controlled, another 3-port 2-position solenoid valve 12 connects the connecting portion 17 via the conduits 16 and 15 to the inlet of the 3-port 2-position solenoid valve 9. Since it is connected to the side, the stored pressure at the connection 17 can be applied to the pneumatic control inlets 5, 6 of the relay valves 3, 4 via the 2-port 2-position solenoid valves 7, 8.

Each of the two relay valves 3, 4 has its own working connection 18; 19 which branches into two connections 20, 22; 21, 23 respectively. Each connection 2, 22; 21, 23 leads to a brake cylinder (not shown) on each of the vehicle wheels. In order to monitor the working connections 18, 19, one pressure generator 24;
May be connected to the connection parts 18, 19. In this case, both pressure 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. Furthermore, the electronic unit has further electronic or electrical components (not shown), which are supplied with the supply voltage U _B via the connection 26. It The electronic or electrical component processes incoming analog and digital signals to exchange information with at least one other electronic system unit via at least one interface, and at least one other electronic component. A control unit, or an electric unit, in particular the solenoid valves 7, 8, 9, 12 or head 2 of the valve unit 1 shown in FIG. 1 or the solenoid valve of the improved valve unit shown in FIGS. And a signal can be sent.

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.
For sensor input signals indicative of wheel rotation characteristics, corresponding to the number of detected vehicle wheels.

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

Brake value generator 33 not operated
(See FIG. 5 and German Patent Application P414
1995.2)), all electromagnetically actuated solenoid valves 7, 8, 9, 12 are located in the state shown in FIG. 1, ie in the spring-operated basic position. As soon as the brake valve or the pedal of the brake value generator 33 is actuated, the instantaneous position of the pedal, for example in the form of an electrical signal formed by a potentiometer, may be an electronic system unit, i.e. the implementation shown in FIG. In the example, it is applied to the interface connection 27 of the pressure control module 100 via the central control unit 34. The electronic unit 2 of this pressure control module then forms the corresponding electrical signal. On the basis of this electrical signal, the 3-port 2-position solenoid valve 12 switches to the working position immediately upon the first measurable movement of the pedal of the brake value generator 33.
Furthermore, in connection with the magnitude of the output signal of the brake value generator 33, the electronic unit 2 produces a corresponding output signal for both two-port two-position solenoid valves 7, 8. These 2-port 2-position solenoid valves are, in the embodiment shown in FIG.
For example, a high cycle valve, both relay valves 3, 4
Since the pneumatic control inlets 5 and 6 are controlled appropriately, the brake cylinder pressure at the working connections 18 and 19 is controlled in "high cycle" corresponding to the pedal position of the brake value generator 33. In this case, the working connection 1
When the pressure at 8, 19 is monitored by the pressure generators 24; 25 shown in phantom in FIG. 1, a closed pressure control circuit for monitoring the brake cylinder pressure 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 pedal of the brake value generator 33 for both pressure passages is released. The position solenoid valve 9 is moved from its spring-operated basic position to the electromagnet-operated working position, at the same time as the external air connections 10, 11
Is the 2 port 2 which is in the basic position again at this point
It is connected to the pneumatic control inlets 5 and 6 of the relay valves 3 and 4 via the position solenoid valves 7 and 8, whereby the control chambers of the relay valves 3 and 4 are vented. As a result, the connected brake cylinders (not shown) are ventilated through the reaction chambers of the relay valve.

In addition, the brake device is skid control operation, that is, ABS (Anti-Blockier-Schutz) operation or traction control operation, that is, ASR (Antriebs-Schlupf).
Even when operating in the (Regelung) operation, the pressure reduction is performed through the 3-port 2-position solenoid valve 9. On the other hand, the brake pressure holding function and the brake pressure increasing function are again realized via the two-port two-position solenoid valves 7 and 8.
In this case, based on the phase-shifted control of the two 2-port two-position solenoid valves 7 and 8, it is possible to easily form various different brake pressures in both the controlled pressure passages during both pressure increase and pressure reduction. become.

However, in the configuration of the valve unit 1 shown in FIG. 1, at the same time as increasing the brake pressure in one pressure passage, that is to say the pressure at the working connection 18; 19 for one pressure passage, It is not possible to reduce the pressure for the other pressure passage. If such a mode of operation of the braking device is desired or required, in the construction of the invention shown in FIG. 2, an otherwise identical structure of the valve unit 1 is additionally provided. A three-port two-position solenoid valve 9'is provided as a vent valve, allowing the relay valve 3 to be vented via this separate external air connection 10 ', 11'. That is, in the valve unit 1 of the embodiment shown in FIG. 2, the unique three-port two-position solenoid valves 9 and 9'configured as ventilation valves for the relay valves 3 and 4 and the unique external air connecting portion 10 are provided. , 10 ', 11,
11 'are provided.

Another configuration of the valve unit 1 which makes it possible to simultaneously increase the brake pressure or the working pressure in one pressure passage and reduce the brake pressure in the other pressure passage is shown in FIG. ing. In this configuration, both 3-port 2-position solenoid valves are replaced by proportional valves 30, 30 ', respectively. In this case, the valve unit 1 is constructed similarly to the valve unit 1 shown in FIG.

In the configuration shown in FIG. 3, the relay valve 3,
4 are monitored via proportional valves 30, 30 ', respectively. As a front control valve, this proportional valve makes the corresponding relay valves 3 and 4 correspond to the control pressure directly proportional to the specified control current generated by the electronic unit 2.

In the pressure control module 100 according to the present invention shown in FIG. 4, a valve unit 1 having the same structure as the valve unit 1 of the embodiment shown in FIG. 1 is provided in the embodiment shown in FIG. Another 3-port 2-position solenoid valve 12
Therefore, in the embodiment shown in FIG. 4, only the control pressure of the connection portion 13 always reaches the inflow side of the 3-port 2-position solenoid valve 9. On the other hand, the connection part 1
The control pressure 7 is always directly available in both relay valves 3, 4 as is the case with the embodiments shown in FIGS. 1, 2 and 3.

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

However, for vehicles equipped with a drive shaft,
In addition to the ABS function, ASR (slip control during drive) is also often required. Regardless of whether such a drive shaft is equipped with a general-purpose braking device or an electronic braking device, such an ASR function is realized by using the valve unit 1 shown in FIG. It can be realized very simply by the 3-port 2-position solenoid valve 12 provided in (1). That is, the electronic unit 2
Is running on the drive shaft via a rotation speed sensor,
As soon as it senses different wheel speeds that cannot be attributed to the wheel speed difference caused by a curve run, this is recognized as an unwanted slip, after which the electronic unit 2 causes the 3-port 2-position solenoid valve. 12 is switched and the braking pressure is increased for a predetermined period of time with respect to the wheel with the higher rotational speed via the corresponding 2-port 2-position solenoid valves 7; 8 so that both drive wheels are approximately equal. It has speed, that is, rotation speed. In this case, the corresponding increase in brake pressure on the brake cylinder of the wheel with the lower rotational speed is prevented by shutting off the 2-port 2-position solenoid valves 7 and 8 assigned to this wheel. That is, the corresponding 2-port 2-position solenoid valves 7; 8 are not timing controlled by the electronic unit 2, but the pneumatic air supply to the pneumatic control inlets 5; 6 of the relay valve 3; The two position solenoid valve is controlled to block. The 3-port 2-position solenoid valve 12 is extremely important for obtaining slip control or electronic differential lock during driving. This is because normally the brake value generator 33 is not operated, that is, the control pressure is not supplied to the connecting portion 13, especially when the drive wheel is idling at the time of starting.

If the three-port two-position solenoid valve 12 is no longer electrically controlled in the event of a fault, ie the three-port two-position solenoid valve 12 is no longer brought into its connected position, the valve is not operated. A complete braking action is still obtained via the open connection 13 and the conduits 14, 15 (backup function). Moreover, the complete ABS function of the braking system is maintained in this case as well.

FIG. 5 shows, in a schematic view, 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 has an electrical component 3
In addition to 3a, two pneumatic components 33b, 3
It has 3c and a pressure release point 33d. Brake cylinders 40, 41, 42, 43 used for the four wheels of the vehicle via both pneumatic parts 33b, 33c
Can be pneumatically controlled in a universal manner. The electric component 33 a of the brake value generator 33 is the pedal 33
An electric signal corresponding to the position of e is supplied to the central control unit 34. This controller controls both pressure control modules 100, 100 'via corresponding bus conductors. This pressure control module takes over the control of the corresponding brake cylinders 40, 41, 42, 43 in a brake system operating as an electronic brake system, in the manner previously described.

FIG. 6 also shows, in a schematic illustration, 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.

With respect to the above-mentioned functions of the pressure control module 100 shown in FIG. 4, only the ABS function is possible in the use form. The control of the various solenoid valves 7, 8, 9 provided in the valve unit 1 of the pressure control module 100 is as follows.
It is carried out as already explained above. In this case, 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 this speed generator are individually processed by the pressure control module 100. In this case, individual pressure control is effected on the brake cylinder 102, for example by means of rotational speed signals of two wheels, which are preferably arranged on both sides. This pressure control is carried out in particular on the principle that the rotational speed of the wheel with the lower rotational speed is function-determining. Additional central electronics,
So generally speaking, a separate electronic unit is not needed in this case.

As regards the use case of the electronic braking device in a towed vehicle, no additional central electronics is required other than the alternative embodiment of the pressure control module according to the invention shown in FIG. 1 or 2. This is because the two-passage pressure control module can directly receive the towing vehicle information directly through its own interface (or in some cases multiple interfaces) and process it internally.
Another signal value, for example the output signal of the load value generator 35,
It is directly received and processed, so that a suitable braking force can be produced for the individual case.

As can be seen from the above description, the use of the pressure control module according to the invention offers significant advantages over the known prior art. One of these advantages is that, first of all, it is possible to save, for example, the solenoid valve in the embodiment shown in FIG. 2 or the two solenoid valves in the embodiment shown in FIG. In particular, the use of the pressure control module according to the invention also has the advantage that the wheel module electronics can be saved almost completely compared to the known prior art described in EP 0467112. To be In addition, electrical conductors and pneumatic conduits and conduit couplers, such as connector components, fittings and the like, can be significantly saved. Further, according to the present invention, higher safety can be obtained. The reason for this is that a structural unit or a connecting member is used, which rarely fails.

[Brief description of drawings]

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

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

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

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

FIG. 5 is a circuit diagram of a vehicle braking 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 braking device constructed using a 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 connections, 14, 1
5,16 conduit, 17 connecting part, 18,19 working connecting part, 20,21,22,23 connecting part, 24,
25 pressure generator, 26 connecting part, 27 interface connecting part, 28,29 connecting part, 30,30 '
Proportional valve, 33 Brake value generator, 33a, 33
b, 33c component, 33d pressure release point, 33e
Pedal, 34 control device, 35 load value generator,
40, 41, 42, 43 brake cylinders, 10
0,100 'pressure control module, 101 rotational speed generator, 102 brake cylinder

Claims (8)

[Claims] 1. A pressure control module used in a compressed air brake device, comprising: a valve unit having a solenoid valve for controlling at least one relay valve; and an electronic unit having a microcomputer. , In which the microcomputer is in particular connected to at least one further electronic unit for exchanging electronic signals, the valve unit (1) comprises two
In the passage type, one relay valve (3
4), both relay valves (3,
Compressed air, characterized in that it comprises only one electronic unit (2) which serves for the control of 4) and wherein said valve unit (1) is provided for controlling at least one axle. Pressure control module used in braking devices. 2. One of the control solenoid valves (7, 8) on the inlet side is assigned to each of the relay valves (3, 4) of the valve unit (1). 7,
8), common on the inlet side to the external air connection (10, 1
Pressure control module according to claim 1, characterized in that it is preceded by a 3-port 2-position solenoid valve (9) which acts as a vent valve for forming 1). 3. A control solenoid valve (7, 8) on the inlet side is assigned to each of the relay valves (3, 4) of the valve unit (1). 7,
8) on each side, on the inlet side, the external air connection (10,
2. The pressure control module according to claim 1, wherein each one is a three-port two-position solenoid valve (9, 9 '), which acts as a vent valve for forming 11, 10', 11 '). 4. The pressure control module according to claim 1, wherein each relay valve (3, 4) is controllable by a proportional valve (30, 30 '). 5. A further 3-port 2-position solenoid valve (12) is provided, said 3-port 2-position solenoid valve being provided in said valve unit (1) in a spring-loaded basic position. For the purpose of supplying a pneumatic pressure to the valve device (7, 8, 9) provided on the downstream side of the 3-port 2-position solenoid valve, a control line (14, 15) that works for a conventional pneumatic brake operation is provided. 5. Line according to claims 2 to 4, which is opened to allow transmission of control pressure or to open the line (16) which is supplied with stored pressure in the electromagnet operated working position. The pressure control module according to claim 1. 6. The pressure created in each of said working connections (18, 19) is detectable by a pressure generator (24, 25) electrically connected to an electronic unit (2). Item 6. The pressure control module according to any one of items 1 to 5. 7. Two separate working connections (18, 19)
Pressure according to any one of claims 1 to 6, characterized in that the electronic unit (2) is configured such that a maximum of four wheel speeds can be individually evaluated for the purpose of controlling the pressure created in the Control module. 8. Two separate working connections (18, 19)
The electronic unit (2) is configured in such a way that the output signal of another external signal value generator can be evaluated for the purpose of controlling the pressure built up in it. The pressure control module according to the paragraph.