WO2011070003A1 - Module de commande de remorque, destiné à commander le freinage d'une remorque, ainsi que procédé de fonctionnement du module de commande de remorque - Google Patents

Module de commande de remorque, destiné à commander le freinage d'une remorque, ainsi que procédé de fonctionnement du module de commande de remorque Download PDF

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Publication number
WO2011070003A1
WO2011070003A1 PCT/EP2010/069053 EP2010069053W WO2011070003A1 WO 2011070003 A1 WO2011070003 A1 WO 2011070003A1 EP 2010069053 W EP2010069053 W EP 2010069053W WO 2011070003 A1 WO2011070003 A1 WO 2011070003A1
Authority
WO
WIPO (PCT)
Prior art keywords
trailer
pressure
chamber
control
control module
Prior art date
Application number
PCT/EP2010/069053
Other languages
German (de)
English (en)
Inventor
Jörg Schneider
Friedbert Röther
Original Assignee
Knorr-Bremse Systeme für 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 für Nutzfahrzeuge GmbH filed Critical Knorr-Bremse Systeme für Nutzfahrzeuge GmbH
Publication of WO2011070003A1 publication Critical patent/WO2011070003A1/fr

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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
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/20—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger specially for trailers, e.g. in case of uncoupling of or overrunning by trailer
    • 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
    • B60T13/261—Compressed-air systems systems with both indirect application and application by springs or weights and released by compressed air
    • B60T13/263—Compressed-air systems systems with both indirect application and application by springs or weights and released by compressed air specially adapted for coupling with dependent systems, e.g. tractor-trailer 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
    • 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
    • B60T15/181—Trailer control valves

Definitions

  • Trailer control module for brake control of a trailer and method for operating the trailer control module
  • the present invention relates to a trailer control module for brake control of a trailer according to claim 1, and a vehicle brake device according to claim 9 and a method according to claim 10.
  • a brake system is installed, which is able to make a corresponding safety braking of the trailer in case of disturbances in the signal transmission from a commercial vehicle to a trailer attached to the commercial vehicle.
  • a disturbance of the signal transmission may for example be a leak which occurs in the yellow brake pressure control line between the commercial vehicle and the trailer.
  • controlled braking of the trailer can no longer be carried out so that a trailer with the maximum possible braking force should be braked to avoid accidents.
  • an electronic brake system for a commercial vehicle with trailer is shown, the pneumatically actuated via brake cylinder brakes by means of at least one trailer brake valve of the trailer are operable.
  • a piloted trailer control module of the commercial vehicle in accordance with an electronic control unit that is pneumatically controllable, including the trailer control module from a control line is led to the trailer brake valve, parallel to a feed pressure line for compressed air supply to the trailer runs.
  • a break of the control line and / or the feed pressure line means for activating a safety-related tear function are provided.
  • the means for activating the Abr alonefunktion operate a conventional backup valve of the trailer control module, which opens the electronic control unit in the event of a break in the control line after the time of initiation of full braking with a time delay, so that the control chamber of the trailer control module to the normal, on the inlet / Outlet valve assembly additionally filled control pressure of a low pressure level in addition via the backup valve with compressed air of a higher pressure level.
  • a similar system is disclosed in DE 20021036921.
  • a valve control is realized via a collar which is disposed within a valve seat mechanism and which is actuated by a control piston.
  • the cuff clamps at full operation from a supply line.
  • a spring with a predefined rigidity is installed below an actuating piston.
  • an equilibrium of forces is created by a control chamber, a working chamber, a spring force resulting from the collar, and a spring force resulting from the control piston.
  • an additional force per mm stroke is built up by a piston spring and thus prevents the sleeve can disconnect the supply line.
  • a back pressure in the working chamber due to a hole in a control line can not be built up so strong and thus the control piston can push the sleeve completely down despite counterforce by the piston spring and thus shut off the supply line.
  • the present invention provides a trailer control module for brake control of a trailer, the trailer control module comprising:
  • a housing having a fluid-tight housing wall and a first, a second, a third and a fourth connection in the fluid-tight housing wall;
  • control piston which is displaceable in the direction of a movement axis and a fluid-permeable to the first port connected control chamber fluid-tight from a fluid-permeable connected to the second port working chamber separates;
  • valve unit disposed in the housing and having a vehicle pressure chamber, a trailer pressure chamber and a sealing element, wherein the third port is fluidly connected to the vehicle pressure chamber and the fourth port is fluidly connected to the trailer pressure chamber;
  • an intermediate element arranged in the housing, which is arranged between the valve unit and the control piston such that the working chamber is delimited by the control piston, the housing wall, the intermediate element and the valve unit, and wherein the intermediate element is displaceably arranged in the direction of the movement axis,
  • control piston and the intermediate element are arranged such that in an operating state of the trailer control module, the sealing element an opening between see the vehicle pressure chamber and the trailer pressure chamber such narrowed so that a fluid-permeable connection established between the vehicle pressure chamber and the trailer pressure chamber has a predefined opening area.
  • the present invention further provides a vehicle brake device for operating the trailer control module in a vehicle, wherein the
  • Vehicle brake device has the following features:
  • a line for the control pressure of the trailer control module which is adapted to transmit a controllable by means of a brake encoder pressure on the control piston;
  • a vehicle pressure line configured to provide a vehicle brake pressure to the trailer control module
  • a parking brake pressure line adapted to provide an operating pressure on the parking brake
  • the present invention further provides a method of operating a trailer control module as described above, the method comprising the steps of:
  • This invention is based on the idea that a safety function is provided for a utility vehicle and a trailer attached to the utility vehicle when a controller for braking the trailer fails.
  • a safety function for failure of the trailer control pressure line to brake the trailer is considered.
  • the trailer control pressure line can be used to control the opening and closing of a trailer brake.
  • the failure of the trailer control pressure line can be caused, for example, by a leak in the trailer control pressure line or by a demolition of the trailer control pressure line during the journey of the commercial vehicle. To be in such a situation To prevent an accident or personal injury in which the commercial vehicle and the trailer should be braked, but at the same time the trailer control pressure line has a defect, a safety function is required.
  • the trailer pressure line is connected during operation of the commercial vehicle, starting from the brake system of a trailer, to the trailer control module in the commercial vehicle and allows a supply of compressed air in the trailer can be replenished.
  • the trailer pressure line is therefore required to actuate a brake cylinder of the trailer's brake system using the supply air pressure provided via the trailer compressed air line. If the trailer pressure line of the trailer's brake system is defective, for example due to a crack in the trailer pressure line, a drop in pressure will trigger the trailer's braking function.
  • the pressure in the trailer pressure line is reduced in a controlled manner by actuation of a brake pedal, thus making it possible to brake the trailer.
  • This safety function which is also referred to as a tear-off function, is implemented in a trailer control module (TCM) installed in the commercial vehicle.
  • TCM trailer control module
  • the counterforce can be generated pneumatically, for example.
  • the spring and thus a component, namely the said spring can be omitted.
  • a resulting absolute vehicle pressure independent force (which is caused by the constant in all driving situations spring force) is therefore converted into a relative vehicle pressure-dependent force (which depends on the supply air pressure).
  • the present invention is further characterized in that it can be realized independently of a backup printing. Back-up printing is required in a back-up facility. In this case, the back-up device provides a safety device for a possible failure of one
  • a further advantage results from the fact that in the present invention, the variety of variants of the trailer control module can be reduced. Furthermore, the trailer control module will be more robust to pressure fluctuations in the driving generating pressure chamber. A nearly identical control of the trailer pressure in dependence on the vehicle pressure can be realized.
  • the housing may have a fifth connection in the fluid-tight housing wall, wherein a chamber is formed between the intermediate element and the housing wall, wherein the chamber has a fluid-permeable connection with the fifth connection.
  • a pressure line for example a hydraulic pressure line or an air pressure line of a parking brake system of the commercial vehicle.
  • a pressure generated in the chamber causes a displacement of the intermediate member against the direction of movement of the control piston and therefore performs a counter force with respect to the control piston.
  • the counterforce is applied in order to move the intermediate element by means of the control piston in the direction of the direction of movement of the control piston.
  • the counterforce is dependent on the pressure in the chamber.
  • a mechanical working range of the control piston can be limited.
  • a housing stop can be formed on the inner side of the fluid-tight housing wall, wherein the housing stop is designed to limit a movement of the intermediate element in the direction of the control piston up to a predefined position of the intermediate element.
  • the housing stop may, for example, be variably fixed to the housing wall in order to tune the working area of the intermediate element to the working area of the control piston.
  • the housing stop can be used to prevent the working area of the control piston from being restricted to such an extent that the function of the control piston can no longer be guaranteed.
  • control piston may have an intermediate element stop, wherein the intermediate element stop is designed to entrain the intermediate element from a certain intermediate element position of the control piston when the control piston moves in the direction of the valve unit.
  • the intermediate element stop is designed to entrain the intermediate element from a certain intermediate element position of the control piston when the control piston moves in the direction of the valve unit.
  • control piston may be designed in such a way to shift the sealing element from a specific sealing element position of the control piston during a movement of the control piston in the direction of the valve unit.
  • sealing element can fulfill a valve function.
  • a fluid-permeable channel between the vehicle pressure chamber and the working chamber is produced by the co-moving of the sealing element.
  • a pressure equalization between the vehicle pressure chamber and the working chamber can be achieved.
  • the sealing member position may be farther from the valve unit than the intermediate member position.
  • Such an embodiment of the present invention offers the advantage that an order is maintained in the execution of the co-movement of the sealing element and the intermediate element. In general, these positions will be different from each other, especially when moving the control piston, the sealing element should first be moved and then take place a Mitiolo the intermediate element.
  • the valve unit may comprise a spring arranged to hold the sealing element in a rest position, wherein in the rest position, the working chamber is fluid-tightly insulated from the trailer pressure chamber and a fluid-permeable connection between the vehicle pressure chamber and the Trailer pressure chamber exists.
  • a spring arranged to hold the sealing element in a rest position, wherein in the rest position, the working chamber is fluid-tightly insulated from the trailer pressure chamber and a fluid-permeable connection between the vehicle pressure chamber and the Trailer pressure chamber exists.
  • the valve unit may be configured to use, for a predefined opening area, an opening having a maximum diameter of 2 mm or to use an opening having a surface area value for the predefined opening area allows a maximum pressure of 1, 5 bar in the trailer pressure chamber.
  • a predefined opening area an opening having a maximum diameter of 2 mm or to use an opening having a surface area value for the predefined opening area allows a maximum pressure of 1, 5 bar in the trailer pressure chamber.
  • FIG. 1 is a sectional view of a trailer control module as an embodiment of the present invention, the sectional view showing different operating states of the trailer control module;
  • FIG. 2 shows an illustration of arranged components and the trailer control module in a vehicle;
  • FIG. 3 is a flowchart of an embodiment of the present invention as a method.
  • Fig. 1 shows in a sectional view of an embodiment of the present invention as a trailer control module 100.
  • a housing which is fluid-tight lockable or at least has a fluid-tight housing wall, arranged an element group axially to an axis of symmetry of the housing.
  • the element group comprises a valve unit 102, a sleeve 104, an intermediate ring 106 and a control piston 108, wherein the elements close to both an inner wall of the housing and the elements fluid-tight against each other.
  • a bottom surface of the valve unit 102 is arranged at a distance parallel to a bottom surface of the housing.
  • the valve unit 102 has a centric opening, wherein the centric opening forms a connection channel between a piston, which is arranged on the control piston 108, and a ventilation opening, which has a center on the bottom surface of the housing.
  • valve unit 102 has a vehicle pressure chamber 1 10 and a trailer pressure chamber 1 12 within the valve unit 102, which are connected by a channel. Openings formed on a bottom surface and on a shell outer surface of the valve unit 102 provide communication between a vehicle pressure pipe terminal 14 and a trailer pressure pipe terminal 16.
  • the connection 1 14 for the vehicle pressure line is arranged opposite the connection 1 16 for the trailer pressure line on a jacket outer surface of the housing.
  • the intermediate ring 106 is arranged on a lid surface opposite the bottom surface of the valve unit 102 and has a central opening, so that a part of the valve unit 102 protrudes in the central opening and the intermediate ring 106 can be guided through an outer surface of the valve unit 102 and the opening with the part of the valve unit 102 closes fluid-tight.
  • a pressure chamber 1 18 of the parking brake system is formed between the intermediate ring 106 and the inner wall of the housing.
  • a connection 120 for a pressure line of the parking brake is arranged, which creates a connection to the pressure chamber 128 of the parking brake.
  • the intermediate ring 106 can be moved between a minimum position delimiting the valve unit 102 and a maximum position by a stop attached to the casing inner wall.
  • the intermediate ring 106 itself has a stop.
  • the stop of the intermediate ring 106 defines a minimum lower position of the control piston 108 relative to the position of the intermediate ring 106.
  • a bottom surface of the piston attached to the control piston 108 is parallel to the cover surface.
  • the valve unit 102 is arranged, wherein between the cover surface of the valve unit 102 and the bottom surface of the piston, a sleeve 104 is arranged.
  • the boot 104 may assume an insulating position to isolate the vehicle pressure chamber 110 from a trailer pressure chamber 112 to a minimum opening and, at the same time, a connection between the trailer pressure chamber 12 and a working chamber 122 between the control piston 108 and the intermediate ring 106 is arranged to produce. Via a spring, the sleeve 104 can be brought into a closed position, so that the working chamber 122 fluid-tight with respect to the vehicle pressure chamber 1 10 and the trailer pressure chamber 1 12 is completed. In a position between the insulating position and the closed position of the sleeve 104, the working chamber 122, the vehicle pressure chamber 1 10 and the trailer pressure chamber 1 12 are fluid-permeable to each other.
  • the working chamber 122 itself is connected via an opening in the lateral surface of the housing with a arranged on the outer shell surface port 124 for a trailer control pressure line.
  • a pressure in a control chamber 126 which is arranged on a cover surface of the control piston 108, the position of the control piston 108 can be controlled.
  • a control of the pressure in the control chamber 126 may be made possible by an opening in the lateral surface of the housing and a connected to the opening on the outer shell surface of the housing arranged connection 128 for a line for the control pressure of the trailer control module.
  • the spool 108 may be moved by means of a pressure in a backup chamber 130 disposed between a lid surface of the housing and the control chamber 126.
  • the pressure in the backup chamber 130 can be controlled via a connection 132 for a backup pressure line arranged on the cover surface of the housing.
  • a venting chamber 134 is arranged on a bottom surface of the housing, through which the pressure medium can escape.
  • FIG. 2 shows an illustration of an arrangement of components on a vehicle side 200a and on a trailer side 200b in which the trailer control module is integrated in a vehicle on the vehicle side 200a.
  • all compounds are designed as fluid-tight connections. Differently designed connections are expressly marked.
  • a brake pressure vessel 202 is connected to a brake pedal 204.
  • the brake pedal 204 is connected on the one hand to the trailer control module 100 via a backup line 206 and on the other hand there is an electrical connection 208 to an inlet / outlet valve arrangement 210.
  • the lass / exhaust valve arrangement 210 is supplied by means of a vehicle pressure vessel 212 via a feed pressure line 214 with pressure medium such as compressed air.
  • the trailer control module 100 is connected to the vehicle pressure vessel 212 via a vehicle pressure line 216.
  • the control piston of the trailer control module 100 is actuated via a line 218 for the control pressure of the trailer control module.
  • a parking brake system 220 is connected on the input side to the vehicle pressure vessel 212 on the output side to the trailer control module 100.
  • the trailer brake valve 222 is connected to the trailer control module 100 via a trailer control pressure line 224 to control a brake cylinder 226.
  • the trailer brake valve 222 is supplied starting from the trailer control module 100 via a trailer pressure line 228 with a necessary pressure for actuating the brake cylinder 226.
  • a brake is applied to pressure in the pilot pressure control line 218 of the trailer control module 218, and the spool 108 is moved toward the intermediate ring 106 so that the piston 104 moves the sleeve 104 to an intermediate position between the isolation position and the lock position becomes.
  • a pressure in the trailer control pressure line 224 via a communication path from the vehicle pressure vessel 212, vehicle pressure chamber 1 10, trailer pressure chamber 1 12 to the working chamber 122 are prepared.
  • Increasing the pressure in the trailer control pressure line 224 above a threshold causes the trailer brake to be triggered.
  • the trailer can be moved (possibly up to a manual reset) only when a certain pressure increase in the trailer pressure line 228 occurs again.
  • the trailer control module 100 is initially in a position of drive position, as shown in the left-hand sub-figure of FIG. 1 separated by a centerline, and the trailer control pressure line 224 is open, then the working chamber mer 122 an ambient pressure corresponding to the normal pressure.
  • a pressure in the control chamber 126 is established via the control pressure line 218 of the trailer control module.
  • the control piston 108 moves in the direction of the intermediate ring 106 and the piston moves the sleeve 104 in the intermediate position.
  • No pressure can be built up in the control chamber 126 although there is a connection between the vehicle pressure vessel 212 and the trailer control pressure line 224, but the pressure means, for example via a leak, may leak the trailer control pressure line 224.
  • the changed pressure conditions in the control chamber 126 cause the intermediate ring 106 to move along by means of the stop, so that the collar 104 can be brought into the insulating position, as shown in the right-hand part of FIG. 1 separated by the center line.
  • the vehicle pressure line 216 may be isolated from the trailer pressure line 228 to a minimum opening while establishing communication between the trailer pressure line 228 and the trailer control pressure line 224.
  • the pressure in the trailer pressure line 228 may degrade, for example, via the leak in the trailer control pressure line 224. This corresponds to the case of a leak in the trailer pressure line 228 and the braking of the trailer is initiated.
  • a counter force to the force from the pressure in the control chamber is pneumatically applied without the need for a spring in the working chamber.
  • a previously immovable spacer 106 is designed to be movable over a valve unit 102.
  • the spacer 106 is referred to in the further description as an intermediate ring 106.
  • this surface is acted upon by a pressure corresponding to the current trailer control pressure in the working chamber 122.
  • At one to the pressure chamber 1 18 of the parking brake facing surface of the intermediate ring 106th acts on the opposite side of a pressure from the parking brake system.
  • a control piston 108 is limited in its free movement by a stop on the intermediate ring 106 so that the control piston 108 can cover a normal control path unhindered.
  • the control piston 108 can only cover a larger path, which is necessary for a tear-off function, with one intermediate movement of the intermediate ring 106.
  • the required force depends on the pressure in the parking brake system.
  • Implementation of the tear function is only dependent on the pressure ratios between the supply pressure, which dictates the maximum control pressure, the pressure in the parking brake system and the current pressures in the control chamber 126 and in the working chamber 122, in one and the same trailer control module 100 (TCM) Reduction of the supply pressure, for example, leads to a reduction of the maximum control chamber pressure.
  • TCM trailer control module 100
  • the control piston 108 can press in the case of demolition only with a lower maximum force on the intermediate ring 106 and make the barrier of trailer stock 1 12 from the truck supply 1 10.
  • an increased pressure is introduced into the control chamber 126 via the backup chamber 130.
  • a fluid-permeable connection between the backup chamber 130 and the control chamber 126 may be formed, for example, by a hole in the piston connecting the backup chamber 130 to the control chamber 126 or by a bypass line led out of the fluid-tight housing that received the backup - Mer 130 connects to the control chamber 126.
  • a valve in a supply line of the backup line after a certain time can be opened to effect a pressure transfer from the backup chamber 130 into the control chamber 126. In this way it can be ensured that the pressure in the control chamber 126 can be safely adjusted.
  • the method 300 has a step of providing a vehicle pressure in the vehicle pressure chamber 110 in order to use the fluid-permeable connection between the vehicle pressure chamber 1 10 and the trailer pressure chamber 1 12 of the valve unit 102 to reach a trailer pressure in the trailer pressure chamber 1 12. Further, the method 300 includes a step of increasing 304 a control pressure in the control chamber 126 to cause movement of the control piston 108 toward the valve unit 102. In this case, the trailer pressure corresponds to the vehicle pressure. In a step of manufacturing 306, the fluid-permeable connection between the vehicle pressure chamber 110 and the working chamber 122 is replaced by that of the control piston.
  • Ben 108 actuated sealing element 104 is made to adjust in the working chamber 122, a pressure level corresponding to the control pressure. Further, the method 300 includes a step of adjusting 308 an operating pressure in the pressure chamber of the parking brake 1 18. Further, the method 300 includes a step of moving the intermediate member 310 with the control piston when the vehicle pressure in the working chamber 122 falls below a threshold value the threshold depends on the operating pressure.
  • the fluid-permeable connection between the vehicle pressure chamber 110 and the working chamber 122 is narrowed by means of the sealing member 104 actuated by the control piston 108 to an opening with a predetermined opening area between the vehicle pressure chamber 1 10 and the working chamber 1 12 and / or Vehicle pressure chamber 1 10 and the trailer pressure chamber 1 12 to receive.
  • the method 300 includes a step of reducing trailer pressure in the trailer pressure chamber 1 12 314 via the working chamber 122 by means of the second port 124.

Abstract

La présente invention concerne un module de commande de remorque (100), destiné à commander le freinage d'une remorque, comprenant un boîtier avec une paroi étanche aux fluides et un premier (128), un deuxième (124), un troisième (114) et un quatrième (116) raccordement ménagés dans la paroi étanche aux fluides. En outre, le module de commande de remorque (100) comprend un piston de commande (108) implanté dans le boîtier, qui peut se déplacer dans la direction d'un axe de déplacement et qui sépare de manière étanche aux fluides une chambre de commande (126) reliée de manière fluidiquement communicante au premier raccordement (128) et une chambre de travail (122) reliée de manière fluidiquement communicante au deuxième raccordement (124). Par ailleurs, le module de commande de remorque (100) comprend une unité de vannes (102) implantée dans le boîtier, comprenant une chambre de pression (110) du véhicule, une chambre de pression (112) de la remorque et un élément d'étanchéité (104), le troisième raccordement (114) étant relié de manière fluidiquement communicante avec la chambre de pression (110) du véhicule et le quatrième raccordement (116) étant relié de manière fluidiquement communicante avec la chambre de pression (112) de la remorque. Enfin, le module de commande de remorque (100) comprend un élément intermédiaire (106) qui est implanté entre l'unité de vannes (102) et le piston de commande (108) de manière que la chambre de travail (122) soit délimitée par le piston de commande (108), la paroi du boîtier, l'élément intermédiaire (106) et l'unité de vannes (102). L'élément intermédiaire (106) est monté mobile dans la direction de l'axe de déplacement. Le piston de commande (108) et l'élément intermédiaire (106) sont implantés de manière que, dans un état de fonctionnement du module de commande de remorque (100), l'élément d'étanchéité (104) ferme une ouverture entre la chambre de pression (110) du véhicule et la chambre de pression de la remorque (112), si bien qu'une liaison fluidique établie entre la chambre de pression (110) du véhicule et la chambre de pression (112) de la remorque présente une aire d'ouverture prédéterminée.
PCT/EP2010/069053 2009-12-11 2010-12-07 Module de commande de remorque, destiné à commander le freinage d'une remorque, ainsi que procédé de fonctionnement du module de commande de remorque WO2011070003A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102009057890.0 2009-12-11
DE200910057890 DE102009057890B4 (de) 2009-12-11 2009-12-11 Anhängersteuermodul zur Bremssteuerung eines Anhängers und Verfahren zum Betreiben des Anhängersteuermoduls

Publications (1)

Publication Number Publication Date
WO2011070003A1 true WO2011070003A1 (fr) 2011-06-16

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PCT/EP2010/069053 WO2011070003A1 (fr) 2009-12-11 2010-12-07 Module de commande de remorque, destiné à commander le freinage d'une remorque, ainsi que procédé de fonctionnement du module de commande de remorque

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DE (1) DE102009057890B4 (fr)
WO (1) WO2011070003A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102018103503A1 (de) 2018-02-16 2019-08-22 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Kolben für ein Anhängersteuerventil
WO2019158498A1 (fr) 2018-02-16 2019-08-22 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Soupape de commande de remorque pour remorque d'un véhicule utilitaire et piston pour soupape de commande de remorque
EP3546307A1 (fr) 2018-03-28 2019-10-02 KNORR-BREMSE Systeme für Nutzfahrzeuge GmbH Soupape de commande de remorque pour une remorque d'un véhicule utilitaire
DE102022101439A1 (de) 2021-10-16 2023-04-20 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Anhängersteuermodul für Bremseinrichtung und Parkbremseinrichtung

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ITMO20120165A1 (it) * 2012-06-28 2013-12-29 Studio Tecnico 6M Srl Dispositivo per la frenatura di un rimorchio

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