WO2015155260A1 - Verfahren zur Steuerung einer elektropneumatischen Parkbremseinrichtung mit dynamischer Blockierverhinderung - Google Patents

Verfahren zur Steuerung einer elektropneumatischen Parkbremseinrichtung mit dynamischer Blockierverhinderung Download PDF

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Publication number
WO2015155260A1
WO2015155260A1 PCT/EP2015/057645 EP2015057645W WO2015155260A1 WO 2015155260 A1 WO2015155260 A1 WO 2015155260A1 EP 2015057645 W EP2015057645 W EP 2015057645W WO 2015155260 A1 WO2015155260 A1 WO 2015155260A1
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WO
WIPO (PCT)
Prior art keywords
brake
value
braking force
pressure
brake pressure
Prior art date
Application number
PCT/EP2015/057645
Other languages
German (de)
English (en)
French (fr)
Inventor
Michael Herges
Sarah Heeg
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 WO2015155260A1 publication Critical patent/WO2015155260A1/de

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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
    • 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
    • B60T13/70—Electrical control in fluid-pressure brake systems by fluid-controlled switches
    • 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
    • B60T11/00—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant
    • B60T11/10—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic
    • 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
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/24—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being gaseous
    • B60T13/26—Compressed-air systems
    • B60T13/38—Brakes applied by springs or weights and released by compressed air
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/24—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being gaseous
    • B60T13/26—Compressed-air systems
    • B60T13/38—Brakes applied by springs or weights and released by compressed air
    • B60T13/385—Control arrangements therefor
    • 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
    • B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
    • 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
    • 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
    • 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
    • B60T13/74—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 electrical assistance or drive
    • 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
    • B60T13/74—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 electrical assistance or drive
    • B60T13/741—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 electrical assistance or drive acting on an ultimate actuator
    • B60T13/743—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 electrical assistance or drive acting on an ultimate actuator with a spring accumulator
    • 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
    • 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
    • B60T15/025—Electrically controlled valves
    • B60T15/027—Electrically controlled valves in pneumatic 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
    • 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
    • B60T17/08—Brake cylinders other than ultimate actuators
    • 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
    • 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
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/08—Brake-action initiating means for personal initiation hand actuated
    • B60T7/10—Disposition of hand control
    • B60T7/107—Disposition of hand control with electrical power assistance
    • 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
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/24—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to vehicle inclination or change of direction, e.g. negotiating bends
    • B60T8/248—Trailer sway, e.g. for preventing jackknifing
    • 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
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
    • B60T8/3255—Systems in which the braking action is dependent on brake pedal data
    • B60T8/327—Pneumatic systems

Definitions

  • the invention relates to a method for controlling an electropneumatic parking brake device of a vehicle, in which at least one braked wheel associated spring brake cylinder for applying the parking brake by lowering the brake pressure is vented and ventilated to release the parking brake by increasing the brake pressure, wherein the parking brake device by electric Park brake signals is controlled, of which a brake signal represents a state "brake release", a brake signal a state "Bremszuspannen” and a brake signal represents a state "neutral”, according to the preamble of claim 1.
  • the invention also relates to an electrical or electropneumatic equipment of a vehicle, in particular a utility vehicle, including an electropneumatic parking brake device, which is designed for carrying out the method.
  • Such a method is known for example from DE 10 2007 052 521 A1 or DE 10 2008 007 877 B3, wherein an electropneumatic valve device together with an electronic control device forms a parking brake module which is connected between the compressed air supply and the spring brake cylinder.
  • spring brake cylinders are so-called passive brake cylinders in which a spring-loaded brake piston is brought into the brake application position by venting a spring-loaded brake chamber against the action of at least one storage spring in the brake release position and by venting the spring-loaded brake chamber.
  • Most of these spring brake cylinders are arranged on the rear axle of heavy commercial vehicles and installed with pneumatic service brake cylinders service brake to combination cylinders.
  • relay valve can of such an electro-pneumatic parking brake device
  • the at least one spring brake cylinder is brought into brake application position or brake release position when the vehicle is stationary, as a rule still further functions are performed.
  • a test function in which the spring brake of the towing vehicle is tensioned and the service brake of a trailer is released when stationary, to test whether the braked towing vehicle can hold the unbraked trailer at a standstill.
  • a stretch braking function may be provided, in which only the brakes of the trailer are actuated when the towing vehicle-trailer combination is in motion in order to connect the towing vehicle-trailer combination, e.g. to stretch at an undesirable buckling.
  • auxiliary brake function is also important in which e.g. in the case of a defect of the parallel electro-pneumatic or pneumatic service brake when the vehicle is in motion, a parallel pneumatic or electro-pneumatic parking brake device is used as an emergency or auxiliary brake.
  • the auxiliary or emergency brake can then also be regulated with regard to the pressure applied in the at least one spring brake cylinder.
  • the parking brake signals from a driver-operable brake actuator e.g. be generated in the form of an operating lever, so this operating lever a driving position, a parking position and between several auxiliary brake positions usually continuously, in which depending on the rotation angle of the operating lever generates a certain pressure in the Feder Itemsbrems- cylinders and thus a certain auxiliary braking effect is caused.
  • the park position then the maximum auxiliary braking force is applied.
  • the present invention is therefore the object of a method of the type mentioned in such a way that when using the electropneumatic parking brake device for braking while driving excessive braking blocking at high dynamics can be largely excluded.
  • the effort for the realization should be kept as low as possible.
  • the value for the brake pressure increased by a predetermined first measure and / or the value for the braking force is reduced by a predetermined first measure to a new value for the brake pressure and / or for the new braking force and then b2) based on this new value for the brake pressure and / or for the new braking force, the value for the brake pressure by the first measure to minimally reduced to the predetermined value and / or the value for the braking force by the first measure to a maximum of the predetermined Value for the brake pressure is increased to obtain a new value for the brake pressure and / or for the braking force, and then b3) based on this new value for the brake pressure and / or for the braking force, the value for the brake pressure by the first degree is increased and / or the value for the braking force is reduced by the first amount to obtain a new value for the brake pressure and / or for the new braking force, and then
  • step b4) the procedure is continued cyclically with step b2) until a change has taken place from the brake signal "Bremszuspannen” in the brake signal “brake release” or in the brake signal "neutral” or a termination criterion is met or until no inadmissible deviation of the actual brake slip is detected more by the predetermined desired brake slip.
  • the invention is therefore according to a) assume that a value or a time profile for the brake pressure and / or for the braking force is specified, if during the drive of the vehicle, a change from the brake signal "brake release" takes place in the brake signal "Bremszuspannen".
  • the brake signal "Brake Locking" means, on the one hand, that the parking brake or the spring brake cylinder immediately supplies the maximum available braking force, eg when the brake signal "brake release” is changed to the brake signal "Brake Locking.”
  • the brake signal changes from “Brake lock "in” brake release the braking force is set immediately to zero, in which case the brake signal change therefore has a digital character.
  • the brake signal "Bremszuspannen” also includes the brake signal “auxiliary brakes”, which also means a “Bremszuspannen” the parking brake, in which case the braking force is between zero and the maximum braking force with which the parking brake or its spring brake cylinder can brake Therefore, for example, the value of the braking force and / or the brake pressure depend on an activation level of the parking brake actuator, the foundedungsgrad of the parking brake actuator before the value of the braking force and / or the brake pressure.
  • the degree of actuation may depend on the actuation time of the parking brake actuator (the longer the actuation time, the greater the value) and / or the actuation travel or angle (angular position of an operating lever or actuation travel of a stylus).
  • the assignment of the values for the braking force and / or for the brake pressure to the respective degree of actuation of the parking brake actuator can be stored for example in a map in an electronic memory and is then retrieved from the memory in the above-described change memory.
  • an output value can also be preset, from which the value for the braking force and / or the brake pressure changes over time.
  • An example of such a time course for the brake pressure and / or for the braking force over time or based on the time starting from an initial value is described for example in unpublished German patent application with the file reference DE 10 2014 108 681 .3 whose this disclosure content is included in the present patent application.
  • Such a time course for the braking force and / or for the brake pressure can also be stored for example in a map in an electronic memory.
  • the parking brake is then used as a "stutter brake", whereby the brake pressure / braking force are lowered cyclically and then increased again, causing the parking brake to be cyclically (partially or completely) tensioned and released again (partially or completely).
  • the reduction / increase does not occur in a dependent manner by the occurrence of permissible or impermissible brake slip, but by a predetermined first measure, which can be parameterized or fixed as, for example, in the context of an end-of-line programming by predefined determination of the brake pressure / brake force jumps within the framework of the cyclical changes results in a high dynamics of the procedure to an inadmissible s to prevent brake blockage. This improves the generally low dynamics of electropneumatics. Park brake devices see due to the above all in commercial vehicles to be moved large volumes of air when briefly successively applying and releasing the spring brake cylinder.
  • measure is meant the degree (e.g., 30%) of the reduction / increase from the initial value, the last value taken, or the predetermined value of brake pressure / braking force.
  • this first amount by which the brake pressure / braking force is increased or reduced does not change during the cycles of the reduction / increase of the brake pressure / the braking force but remains constant, so that the amplitudes of the values for brake pressure / braking force always the same size.
  • this first measure is not constant, but becomes smaller after each increase or reduction of brake pressure / braking force.
  • the brake pressure / the braking force approaches from the top and the bottom of the Bremsblockiergrenze and the system "learns" the position of the Bremsblockiergrenze, which separates the range of permissible brake slip from the range of unallowable brake slip and adjusts the brake pressure / braking force on it. Then no impermissible deviation of the actual brake slip is detected by the predetermined desired brake slip more.
  • the brake-blocking limit determines a higher-level brake slip control, which is included, for example, by an ABS (antilock brake system) already present for the service brake, which also has already been provided by the necessary means, such as, for example. Wheel speed sensors and ABS algorithms features.
  • suitable measuring devices e.g. Pressure sensors or force sensors may be present to determine the respective actual size for brake pressure and / or braking force.
  • the invention also relates to an electrical or electropneumatic equipment of a vehicle, in particular of a commercial vehicle, comprising an electropneumatic parking brake device with a parking brake module, in which at least one electronic parking brake control unit and a solenoid valve containing solenoid valves are integrated, wherein the electronic parking brake control unit depending on the Parkbremssignalen of electrical control commands for the electro-pneumatic solenoid valves of the valve device, in order to introduce a parking brake pressure into at least one spring-loaded brake cylinder. control, wherein the electropneumatic parking brake device cooperates with means for detecting brake slip and is designed to carry out the above method.
  • the invention also relates to a vehicle, in particular a commercial vehicle with such electrical or electropneumatic equipment.
  • c2) is increased by a predetermined third measure and / or the value for the braking force is reduced by the predetermined third measure, starting from the value previously taken before the change for the braking force and / or the brake pressure to a new third To get value for the brake pressure and / or for the new braking force and then
  • c3 from this new value for the brake pressure and / or for the new braking force, the value for the brake pressure is reduced by the predetermined third degree and / or the value for the braking force is increased by the third degree for the brake pressure by a new value for the brake pressure and / or for the braking force, and then c4) increases, based on this new value for the brake pressure and / or for the braking force, the value for the brake pressure by the third degree and / or the value for the braking force by a third level is reduced to obtain a new value for the brake pressure and / or for the new brake force, wherein c5) then the process is continued cyclically with step c2) until no inadmissible deviation of the actual brake slip from the predetermined desired brake slip is detected any longer,
  • the value for the brake pressure and / or for the brake pressure last taken before the change of the brake signal is increased by a predetermined second measure to an increased value and / or the value for the brake force reduced by the predetermined second measure to a reduced value and then held the brake pressure at the increased value and / or the braking force at the reduced value.
  • the last set braking force is reduced and increases the last set brake pressure and then held these values.
  • this third amount by which the brake pressure / force is increased or reduced does not change during the cycles of reduction / increase of the braking pressure / braking force but remains constant, so that the amplitudes of the values for brake pressure / braking force always the same size.
  • this third measure is not constant, but becomes smaller after each increase or reduction of brake pressure / braking force.
  • the brake pressure / the braking force approaches from the top and the bottom of the Bremsblockiergrenze and the system "learns" the position of the Bremsblockiergrenze, which separates the range of permissible brake slip from the range of unallowable brake slip and adjusts the brake pressure / braking force on it. Then no impermissible deviation of the actual brake slip is detected by the predetermined desired brake slip more.
  • Case d) therefore represents a continuation of the method of claim 1 according to a), if the brake signal "Bremszuspannen” does not continue to exist after detected inadmissible brake slip, but the brake signal “Bremszuspannen” has changed into the brake signal "brake release”.
  • the increase of the brake pressure or the reduction of the braking force takes place abruptly, i. with a high gradient in terms of time.
  • the same is preferably true for the reduction of these sizes. This results in a high dynamics of the process.
  • the brake signal is generated as a function of the degree of actuation of a parking brake actuation member that can be actuated by the driver of the vehicle.
  • This parking brake actuating member preferably has positions with which a parking brake, test, braked and / or auxiliary brake function can be performed.
  • the brake signal is generated by an electronic control unit, which is provided to perform at least one of a Park Brakes (Bremszuspannen, brake release and neutral), test, extended braking or auxiliary brake function different function. It is therefore not absolutely necessary for the brake signal to trigger the auxiliary brake or auxiliary brake function always to be generated by the driver on the basis of actuation of the parking brake actuating member. Rather, this braking signal can be initiated or generated by any authority, for example by an electronic control unit of a driver assistance system such as ACC (Adaptive Cruise Control), AEBS (Emergency Brake Assist) or Hill Holder, for example, if it is determined that the service brake has a fault and therefore the parking brake device is used to implement an automatically generated brake request.
  • ACC Adaptive Cruise Control
  • AEBS Ergency Brake Assist
  • Hill Holder for example, if it is determined that the service brake has a fault and therefore the parking brake device is used to implement an automatically generated brake request.
  • the change of the brake signal from "brake release” to "brake apply” is preferably carried out by the driver or automatically requested auxiliary brake function. But the procedure is not for one application Auxiliary brake request limited. Rather, in addition to a functional service brake, the use of the parking brake device for braking while driving may be desired or necessary.
  • positions are set with the aid of the parking brake actuating device, which represent at least the states "brake clamping”, “brake release”, “neutral” and “auxiliary braking”.
  • the termination criterion according to step b4) of claim 1 is preferably fulfilled when an actuation of an accelerator pedal of a drive machine of the vehicle is detected.
  • any abort criterion may provide for stopping the braking while driving by means of the parking brake device, in particular if the driver so desires or considers a system in the vehicle to be necessary, e.g. by braking request to the intact service brake.
  • the change of the brake signal from "brake release” to “brake apply” is preferably carried out by the driver or automatically requested auxiliary brake function.
  • the method is also provided for controlling the brake system of a trailer of the vehicle, wherein the vehicle is then a towing vehicle on which a pneumatic trailer control valve or an electropneumatic trailer control module is arranged.
  • the electropneumatic parking brake device is the parking brake device of a towing vehicle designed for coupling a trailer.
  • the trailer control module or the electropneumatic trailer control module is pneumatically or electropneumatically controlled by the electropneumatic parking brake device, so that the braking force and / or the brake pressure of the trailer are controlled or regulated analogously to the brake pressure / brake pressure of the towing vehicle.
  • the parking brake module pneumatically and / or electrically controls a pneumatic trailer control valve or an electro-pneumatic trailer control module such that the brake pressure and / or brake force of a trailer's brakes are controlled or at least one of claims 1 to 4 be managed.
  • the electric parking brake actuating device is configured. that it self-monitors for errors and generates an error signal upon detection of an error and transmits it to the electronic parking brake control unit.
  • the electronic parking brake control unit can monitor the electric parking brake actuator with respect to errors.
  • the parking brake module is preferably integrated together with a compressed air treatment device in a structural unit.
  • the functions of both systems can also be implemented in a single electronic control device.
  • a common power supply of the assembly is sufficient along with a single interface to a vehicle data bus.
  • the parking brake module can also be integrated together with a component of an electropneumatic service brake device such as an electropneumatic trailer control module or an electropneumatic pressure control module in a structural unit or together with a component of an electropneumatic air suspension device in a structural unit.
  • an electropneumatic service brake device such as an electropneumatic trailer control module or an electropneumatic pressure control module in a structural unit or together with a component of an electropneumatic air suspension device in a structural unit.
  • the means for detecting brake slip include in particular wheel speed sensors on the braked by the spring brake cylinders wheels and an ABS evaluation, as already stated above.
  • FIG. 1 shows a schematic representation of an electropneumatic parking brake device as part of an electropneumatic equipment of a commercial vehicle according to a preferred embodiment of the invention
  • FIG. 2 is a diagram showing the braking force-time course, which with
  • 3 is a diagram showing the brake pressure-time course, which with
  • an electropneumatic parking brake device 100 shown in FIG. 1 is part of a pressure-medium-actuated, for example electropneumatically actuated, brake device of a towing vehicle / trailer combination and is arranged in the towing vehicle.
  • it is an electronically controlled braking system (EBS).
  • EBS electronically controlled braking system
  • the electronically controlled braking system is in turn part of the electropneumatic equipment of the towing vehicle or the towing vehicle-trailer combination.
  • the electropneumatic parking brake device 100 includes a parking brake module 1 symbolized by the frame, and a parking brake signal generator 4, which is for example manually adjustable via a brake actuation element, here for example an operating lever 2, which controls an electronic control device 8 of the parking brake module 1 via electrical signal line 6 by electrical actuation signals.
  • a parking brake signal generator 4 which is for example manually adjustable via a brake actuation element, here for example an operating lever 2, which controls an electronic control device 8 of the parking brake module 1 via electrical signal line 6 by electrical actuation signals.
  • the electronic control device 8 is preferably integrated in the parking brake module 1.
  • electromagnetic valve device 10 is integrated, which is supplied via a supply port 12 with compressed air from a supply air reservoir, not shown here.
  • a supply pressure line 14 to a terminal 16 of a clocked controllable first valve MV2, which has as the electronically controlled by the electronic control device 8 3/2-way solenoid valve two switching states for a stepped ventilation of a terminal 18 which is connected via a pressure line 20 with a pressure sensor 24 in connection, which generates an electrical pressure signal for the electronic control device 8 as a function of the pressure prevailing in the pressure line 20 pressure.
  • the pressure line 20 is also connected to a connection 26 of a bistable second valve MV1 and to a connection 22a for a downstream one, here not shown trailer control valve device of a trailer in conjunction, here for example an electropneumatic trailer control module.
  • the cyclically controllable first valve MV2 supplies compressed air under supply pressure from the supply connection 12 to the connection 26 of the bistable, second valve MV1 and via the pressure line 20 to the one connection 22a for the trailer control valve device of the trailer.
  • a trailer control valve device controls the service brake device of a trailer, which comprises service brake cylinders described in the introduction, which apply in the ventilated state and release in the vented state. Further, such trailer control valve devices invert the pressure introduced into them, i. they invert a pressure corresponding to aeration into a pressure corresponding to a vent and vice versa.
  • pressure medium is discharged from the terminal 26 of the bistable second valve MV1 and the one port 22a for the trailer control valve device of a trailer of the one type to a pressure medium sink, which for example by a vent port 28 of the clocked controllable first Valve MV2 is formed.
  • the bistable second valve MV1 which is designed, for example, as an electromagnetic valve actuated by two electromagnets, of which one solenoid switches the bistable valve MV1 when energized in one switching state and the other electromagnet switches the bistable valve MV1 when energized into the other switching state Property to take in the de-energized state no preferred switching position, but to maintain the resulting by corresponding previous energization switching position.
  • the bistable second valve MV1 of the valve device which is preferably likewise embodied as a 3/2-way solenoid valve which is electrically controllable by the electronic control device 8, has two switching states, compressed air being supplied via the first valve MV2 located in the first switching state via a connection 30 and a pressure line 32 can be fed to a further connection 22b for a trailer control valve device of a trailer and to a third valve MV3 and in a second switching state compressed air from the further connection 22b and from a connection 34 of the third valve MV3 to a Pressure medium sink can be discharged, which is formed for example by a vent port 36 of the bistable second valve MV1.
  • the connection 30 of the bistable second valve MV1 is connected via the pressure line 32 to the connection 34 of the third valve MV3 and to the connection 22b.
  • This further connection 22b is provided for a different control of the service brake of a trailer in the event that the tractor-trailer combination is parked or parked with braked or applied parking brake of the towing vehicle. This situation will be described later in detail.
  • the third valve MV3 of the valve device which is preferably a 2/2-way solenoid valve, has two switching states, wherein in a first switching state compressed air via the located in the first switching state first valve MV2 and located in the first switching state bistable second valve MV1 via the connection 34, a connection 38 and a control pressure line 40 can be supplied to a control connection 42 of a relay valve 44 of the valve device and in a second switching state this control connection 42 is shut off from the pressure line 32.
  • a connection 46 of the relay valve 44 is furthermore connected via the pressure line 14 to the supply connection 12 and via a further pressure line 48 to a ventilation connection 3 of the parking brake module 1.
  • the relay valve 44 modulates in a known manner depending on the pending at its control port 42 pressure from the supply port 12 existing supply pressure of Vorratstik variers a pressure for a port 21 of the parking brake module 1 for example, not shown in Figure 1 spring brake cylinder on the rear axle as a parking brake device of the towing vehicle. These spring brake cylinders release in a ventilated state and tighten in a vented state.
  • a check valve 50 ensures that no compressed air from the pressure line 14 can flow back into the reservoir pressure vessel.
  • the pressure sensor 24 reports the pressure level at the terminals 22a and 22b, which control the service brakes of the trailer to the electronic control device 8, which can receive an example stepped braking request signal via the operating lever 2 of the parking brake signal generator 4 to For example, by clocking the first valve MV2 regulate the pressure at the terminals 22a and 22b and 21 to a target pressure.
  • the electromagnetic valve device 10 thus includes, as solenoid valves, the valves MV1, MV2 and MV3, which pneumatically control the relay valve 44.
  • the operation of the parking brake device 100 is as follows:
  • valve 1 shows the switching state of the valves MV1, MV2 and MV3 in the operating mode "driving" or "brake release", which the driver can set on the operating lever 2 of the parking brake signal generator 4. Then the clocked controllable first valve MV2, the bistable second valve MV1 and the third valve MV3 are each in their first switching states, whereby supply pressure from the supply port 12 to the two ports 22a, 22b is controlled for the downstream trailer control valve device, to these aerate. In practice, however, only one of these ports 22a or 22b is occupied because only one trailer is towed by the towing vehicle. The inversion by the trailer control valve device in question leads to a ventilation of the service brake of the trailer, whereby this is solved or remains.
  • valves MV1, MV2 and MV3 also lead to a pressure drop of the control port 42 of the relay valve 44, which modulates the port 21 modulated for the spring brake of the towing vehicle, resulting in a loosening or loosening of the corresponding spring brake cylinder.
  • the driver can straighten them again by manual operation of the bracing brake. This is done by the driver brings the operating lever 2 of the parking brake signal generator 4 in a designated position and, if necessary, switches between the "driving" and “brakes” back and forth until the straight-ahead position has been carried out. Because only the service brakes of the trailer are operated to the brakes, the Braking the towing vehicle but not.
  • the parking brake signal generator 4 operated in accordance with the control lever 2 supplies an electrical signal to the electronic control device 8 of the parking brake module 1, whereupon the third valve MV3 is switched to the blocking state in its second switching state.
  • a control chamber of the relay valve 44 is disconnected from the compressed air supply and keeps the high pressure level previously produced by the operating mode "driving", as a result of which the spring brake cylinders of the towing vehicle remain released.
  • the driver can therefore control the first valve MV2 clocked by the operating lever 2, d. H. it is repeatedly switched from its first switching state to the second switching state, to achieve mutual ventilation and venting of the ports 22a, 22b, so that at the two ports 22a and 22b compressed air with time-stepped pressure is applied to the service brakes of the trailer alternately as long to tension and loosen again until the towing vehicle-trailer combination is straightened again.
  • the bistable second valve MV1 remains in its first switching state, in which it can control the clocked by the first valve MV2 pressure to the port 22b. Via the pressure sensor 24 and the electronic control device 8, a pressure control at the terminals 22a and 22b is possible.
  • the operating lever 2 of the parking brake signal generator 4 is brought into the "parking" or "Bremszuspannen” position, which results in that the bistable second valve MV1 is transferred to its second switching state in which the further port 22b is vented via the vent port 36 of the second valve MV1, as well as compressed air from the control port 42 of the relay valve 44 via the remaining in its first switching position third valve MV3 is vented through the vent port 36, which ultimately venting the spring brake cylinder the towing vehicle and thus their Zuspannen result.
  • the first valve MV2 which remains in its first switching position, pressurizes compressed air under supply pressure to the one connection 22a for the trailer control valve device of the trailer, which is thereby ventilated. In this position of the operating lever 2, therefore, there is an opposing ventilation of the ports 22a and 22b.
  • This has the consequence that with the parking brake module 1 of the towing vehicle various functionalities of Trailers with regard to the behavior in the parked or parked state can be served.
  • the trailer control valve device of the trailer is connected to the one terminal 22a of the parking brake module 1, the service brake of the trailer remains in the parked or parked state of towing vehicle trailer combination solved.
  • the service brake of the trailer is engaged in the parked or parked state of the tractor-trailer combination.
  • the inversion by the trailer control valve means accordingly takes place in the parked state ventilation or pressurization of a terminal 22a in a vent of the service brake cylinder of the trailer and the vent or pressure reduction at the port 22b in a ventilation of the service brake cylinder of the trailer, causing the service brakes of the trailer solve ,
  • the test function is selected in which it is checked whether the braked with the parking brake tractor can hold the unbraked trailer in the state, so only the third valve MV3 is transferred to its second switching state in that it decouples the control connection 42 of the relay valve 44 and thus vents the spring brake cylinder of the towing vehicle and thus keeps it in tension
  • the bistable second valve MV1 is transferred into its first switching state, in which it is in the first switching state located first valve MV2 the further connection 22b connects to the supply port 12 to ventilate this port 22b, which due to the inversion function of the trailer control valve device in a vent of the service brake cylinder of the trailer and thus leads to brake release ftet, leading to the same conclusion.
  • the service brakes of the trailer are solved for the purpose of the test function described above.
  • the parking brake signal generator 4 is controlled by a manually adjustable brake actuator 2.
  • the electric parking brake signals for the control device 8 could also originate from an external unit, for example from a hill holder, which automatically generates these signals. It will further be understood that when a trailer control valve device of a trailer is connected to one port 22a or to the other port 22b, the other port 22b and 22a, respectively, is pressure sealed.
  • the driver has the option of braking the towing vehicle-trailer combination using the "auxiliary brake” or “auxiliary brake function” operating modes by actuating the operating lever 2 from the "Drive” or “Brake release” position in the “Park” or “Brake Lock” position causes braking with the spring-loaded brake of the towing vehicle and with the service brake of the trailer.
  • the parking brake signal transmitter 4 sends a corresponding electrical signal to the electronic control device 8 of the parking brake module 1 in order to correspondingly clock the second valve MV1. ie to repeatedly switch it from its first switching state to the second switching state, in order to achieve alternate ventilation and venting of the connections 21 and 22a, 22b, resulting in cyclical application and release of the service brakes of the trailer or the spring-loaded brakes of the towing vehicle a comfort braking with a certain anti-lock function equal.
  • an operating lever 2 can of course also a rocker switch, a push button or the like can be used as a brake actuator.
  • the brake actuator 2 has distinguishable positions, which represent at least the operating modes “driving (brake release)", “parking (Bremszuspannen)” and "auxiliary brakes”.
  • the spring brake of the towing vehicle can be used in the event of a malfunctioning service brake or in addition to a functional service brake for braking while driving.
  • the variant is considered in which the brake application signals can be operated by a driver Brake actuator as shown in Figure 1 for the operating mode "auxiliary brake” are generated.
  • a braking of the towing vehicle or towing vehicle-trailer combination while driving can be triggered automatically or without intervention by the driver, for example by a driver assistance system such as a Hill Holder system.
  • the embodiment described above, in which the second valve MV1 is actuated in a clocked manner merely represents a variant of a number of variants, if necessary, with the service brakes of the trailer, while the vehicle is driving, metering or dosing the spring-loaded brakes of the towing vehicle together with the service brakes of the trailer.
  • the controller 8 is provided with an interface which is connected to a vehicle data bus 66 (e.g., CAN) via which it can communicate with other controllers such as an EBS controller or ABS controller and with a controller of at least one driver assistance system.
  • vehicle data bus 66 e.g., CAN
  • controllers such as an EBS controller or ABS controller and with a controller of at least one driver assistance system.
  • FIG. 2 the course of the brake pressure p at connection 21 or in the spring brake cylinders and in FIG. 3 of the brake force F generated therefrom by the spring-loaded brake cylinders is illustrated during the activation of the spring-loaded brake, wherein the pressure profile there of the brake pressure p and the braking force F over the time t is shown in each case by a solid line.
  • These approximately wave or sinusoidal curves characterize the brake pressure p or the braking force F, as they are generated by a preferred embodiment of the method according to the invention.
  • a brake pressure p or a braking force F is characterized, which forms a limit braking force F gre nz or a Grenzbremstik p gre nz, in which or in which just no inadmissible braking blocking takes place.
  • the approach to these limits from the side of the permissible or tolerated braking blocking occurs at the limit braking force F gre nz of smaller values ago, while this is the case at Grenzbremsbuch p gre nz of larger values ago, because larger brake pressures p in spring brake cylinders in smaller braking forces F result.
  • the approach to these limits from the side of inadmissible or unacceptable braking blocking in the Grenzbremskraft F gre nz of larger values ago while this is the case at the Grenzbremstik Pgrenz of smaller values ago.
  • These values pi and Fi then represent predetermined values with regard to the braking request.
  • the brake signal change from "brake release” or “drive” to "brake application” or “auxiliary braking” and the resulting values pi or Fi are also generated automatically, in particular by a driver assistance system.
  • the set or predetermined value Fi for the braking force is above the blocking limit defined by the limit braking force F limit.
  • the set or predetermined value pi for the brake pressure is below the limit brake pressure p gre nz and thus above the blocking limit.
  • This ABS electronics can for example be integrated in an EBS control unit and then control the signal for brake blocking via the data bus 66 in the electronic control device 8 of the parking brake device 100.
  • the control routines implemented in the electronic control device 8 then ensure, on the basis of the brake blocking signal, that the brake pressure p is increased, by a corresponding actuation of the valve device 10, to a larger value p 2 , which is greater than p gre nz and thus lies below the blocking limit ,
  • This larger value p 2 is then present at the time t 2 and at this point in time consequently ensures a lower braking force F 2 , which then likewise lies below the blocking limit F gre nz, as FIG. 3 shows.
  • the brake pressure p is again lowered abruptly until the occurrence of a permissible or tolerable brake slip, and then again increases, preferably by leaps and bounds.
  • the brake pressure p 2 at the time t 2 is abruptly reduced to the lower value p 3 at time t 3 , which in turn leads to brake blocking.
  • the value of p 3 is greater than the value of p1 , so that a lower brake blocking occurs than with pi.
  • the brake pressure p is increased abruptly to a value p, which then adjusts at time t, but is less than p 2 and in turn allows non-blocking brakes.
  • the amplitudes of the brake pressure which build up around the limit brake pressure p gre nz decrease over time to become zero at time t n .
  • the value of the brake pressure p set in this way corresponds exactly to the limit brake pressure p gr enz, at which just now no inadmissible brake blocking occurs.
  • the blocking limit p gre nz Due to the decreasing of the amplitudes of the increases / decreases of the value for the brake pressure p starting from the starting value pi, the blocking limit p gre nz is therefore "learned.”
  • the "learning" of the blocking limit is therefore based, on the one hand, on the already existing ABS system which detects unauthorized brake locking and on the other hand to the implemented in the electronic control device 8 control routines, according to which the increases and reductions of the brake pressure and / or the braking force starting with the predetermined or set starting value pi or Fi with increasing time duration are getting smaller.
  • the conditions relating to the increase and reduction are respectively in opposite directions, as is apparent from FIG. 3, because with spring brake cylinders a reduction of the brake pressure leads to an increase in the braking force and an increase in braking force. increase the brake pressure lead to a reduction of the braking force.
  • suitable measuring devices such as pressure sensors or force sensors are available to determine the respective actual size for brake pressure and / or braking force.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)
  • Braking Systems And Boosters (AREA)
PCT/EP2015/057645 2014-04-11 2015-04-09 Verfahren zur Steuerung einer elektropneumatischen Parkbremseinrichtung mit dynamischer Blockierverhinderung WO2015155260A1 (de)

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DE102014108681B3 (de) 2015-04-30
DE102014118943A1 (de) 2015-10-15
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BR112016022148B1 (pt) 2022-08-02

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