WO2024027925A1 - Système de freinage électromécanique à commande pneumatique redondante de la remorque - Google Patents

Système de freinage électromécanique à commande pneumatique redondante de la remorque Download PDF

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Publication number
WO2024027925A1
WO2024027925A1 PCT/EP2022/072068 EP2022072068W WO2024027925A1 WO 2024027925 A1 WO2024027925 A1 WO 2024027925A1 EP 2022072068 W EP2022072068 W EP 2022072068W WO 2024027925 A1 WO2024027925 A1 WO 2024027925A1
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WO
WIPO (PCT)
Prior art keywords
primary
trailer
connection
control
way valve
Prior art date
Application number
PCT/EP2022/072068
Other languages
German (de)
English (en)
Inventor
Julian van Thiel
Original Assignee
Zf Cv Systems Global 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 Zf Cv Systems Global Gmbh filed Critical Zf Cv Systems Global Gmbh
Priority to PCT/EP2022/072068 priority Critical patent/WO2024027925A1/fr
Publication of WO2024027925A1 publication Critical patent/WO2024027925A1/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
    • 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
    • B60T13/10—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
    • 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

Definitions

  • the invention relates to a trailer control module for a braking system of a towing vehicle with a trailer that includes a pneumatic braking system.
  • the invention further relates to an electromechanical braking system for a commercial vehicle and a commercial vehicle.
  • Braking systems used today in commercial vehicles are usually pneumatic braking systems that work with compressed air. This applies to both towing vehicles and trailers, with one or more compressed air circuits being provided in the towing vehicle and the braking system of the towing vehicle having valves in order to provide compressed air to targeted pneumatically actuated brake actuators on the wheels in order to cause the towing vehicle to decelerate.
  • Trailers for such commercial vehicles also include a pneumatic braking system, but are supplied by an air treatment unit from the towing vehicle.
  • both the towing vehicle and the trailer have two pneumatic connections, namely a “stock” coupling head and a “brake” coupling head.
  • Supply pressure is provided from the towing vehicle to the trailer vehicle via the “supply” coupling head and is then used in the trailer to fill up a trailer supply intended for this purpose.
  • a control pressure is transferred via the “brake” coupling head, which indicates the amount of brake pressure for the trailer.
  • electromechanical braking systems have been increasingly developed and used in the towing vehicle in recent years, which no longer work with compressed air, but rather electrically. see control brake actuators and in which the deceleration of the towing vehicle is realized by electromechanical actuators.
  • a trailer control valve for this purpose is known from EP 3 822 133 A1.
  • the trailer control valve includes at least two electrical connections configured to receive two independent but redundant electrical control signals comprising the signal for a preset brake control pressure, at least one valve configured to provide a constant air pressure from an air pressure source to the preset brake control pressure to adjust, a brake supply pressure port, which is a pneumatic outlet and is designed to provide the preset brake supply pressure to the pneumatic trailer brake system, a brake control pressure port, which is a second pneumatic outlet and is designed to provide the preset brake control pressure to the pneumatic brake system of the trailer, wherein the compressed air source is arranged within the trailer control valve.
  • a trailer control module is known, which is intended for a braking system of a motor vehicle with a trailer which includes a pneumatic braking system which is designed to provide the pneumatic braking system of the trailer with a preset brake control output pressure.
  • the trailer control module includes at least two electrical connectors configured to receive two independent but redundant electrical control input signals that include a preset brake control output pressure signal, at least one air pressure source input configured to receive compressed air from a compressed air source, at least one Valve designed to regulate the constant air pressure from the air pressure source to the preset brake output pressure, at least one brake supply valve pressure port configured to provide the brake supply output pressure to the trailer pneumatic brake system, and at least one brake control pressure port configured to provide the preset brake control output pressure to the trailer pneumatic brake system.
  • the trailer control module disclosed herein is characterized in that it includes at least two control solenoid groups, each of which includes at least one load valve and at least one exhaust valve, and forms part of the control channel.
  • the invention solves the problem in a trailer control module for a braking system of a towing vehicle with a trailer that includes a pneumatic braking system, with the features of claim 1.
  • a trailer control module comprises at least a first primary electrical connection for receiving a primary electrical control signal and a secondary electrical connection for receiving a secondary electrical control signal.
  • the primary and secondary electrical control signals are preferably redundant and independent of one another. They preferably include the signal for a preset trailer brake pressure. During normal operation, only the primary electrical control signal is preferably controlled. In the event that the primary electrical control signal cannot be provided or cannot be provided correctly in the event of a fault, the trailer control module is preferably controlled based on the secondary electrical control signal.
  • the trailer control module preferably has at least one supply connection for receiving supply pressure from a compressed air source, a trailer supply connection for providing supply pressure for the pneumatic brake system of the trailer, as well as a trailer brake pressure connection for providing trailer brake pressure to the trailer's pneumatic braking system.
  • the trailer supply connection is also referred to as the “stock coupling head” or “yellow coupling head”, while the trailer brake pressure connection can also be referred to as the “brake coupling head” or “red coupling head”.
  • the compressed air source connected to this supply connection for receiving supply pressure is preferably the only compressed air source of the brake system, since the brake system is preferably designed as an electromechanical brake system.
  • the trailer control module has a valve arrangement which receives supply pressure from the supply connection and controls the trailer brake pressure at the trailer brake pressure connection depending on the primary and secondary electrical control signals.
  • the valve arrangement has a primary pilot control unit that receives the primary control signals and a secondary pilot control unit that receives the secondary control signals.
  • the primary pilot control unit has a primary 3/2-way valve as the primary inlet-exhaust valve and the secondary pilot control unit has a secondary 3/2-way valve as the secondary inlet-exhaust valve.
  • the invention is based on the finding that a trailer control module can or should be provided in an electromechanical brake system for an electromechanically braked commercial vehicle, which allows the pneumatic control of the trailer. Since an electromechanical brake system does not have any additional compressed air supplies, but only controls the brake actuators on the wheels electrically, a trailer control module for such a braking system should also be able to be controlled purely electrically.
  • the trailer control module according to the first aspect of the invention is designed to receive and implement the primary and secondary electrical control signals.
  • the compressed air source may be a compressed air tank, a compressor and/or an electronic air processing unit or another unit suitable for providing compressed air. It can be located adjacent to the trailer control module in the braking system in order to reduce the number and length of pneumatic lines. In special embodiments, it may also be advantageous to directly integrate the inlet control module with the compressed air source.
  • the primary and secondary electrical control signals are preferably provided by two independent control units, as will be described in more detail below.
  • the trailer control module according to the first aspect of the invention is intended in particular for use in an electromechanical brake system and in this respect the supply connection is preferably the only supply connection and the compressed air source is preferably connected exclusively to the supply connection and no other consumers.
  • the primary pilot control unit has a primary holding valve for maintaining a primary control pressure controlled by the primary 3/2-way valve.
  • the secondary pilot control unit preferably has a secondary holding valve for maintaining a secondary control pressure controlled by the secondary 3/2-way valve.
  • the primary and secondary 3/2-way valves preferably each have first and second switching positions, whereby they are preferably in the exhaust or venting position in the first switching position and in the second switching position are in the ventilation or inlet or load position. This means that in order to change between ventilation and venting positions and thus to provide service brake pressure for the trailer, it is necessary that the primary and secondary 3/2-way valves are each switched back and forth between their switching positions.
  • the primary and secondary holding valves are provided, which can reduce the switching work of the primary and secondary 3/2-way valves, particularly during staged venting.
  • the primary and secondary holding valves are also preferably controlled via the primary and secondary control signals.
  • the trailer control module has a main valve unit which is connected to the supply connection and receives supply pressure from this, and which is connected to the primary pilot control unit and to the secondary pilot control unit and receives the primary control pressure and the secondary control pressure from them, and in Depending on the primary control pressure and the secondary control pressure, the trailer brake pressure is controlled at the trailer brake pressure connection.
  • the main valve unit is controlled by both the primary pilot control unit and the secondary pilot control unit.
  • the primary 3/2-way valve has a first 3/2-way valve connection connected or connectable to the supply connection, a second 3/2-way valve connection connected or connectable to a vent, and a third 3/2-way valve connection connected to a first control pressure line on.
  • the second 3/2-way valve connection is preferably connected to the third 3/2-way valve connection.
  • the first 3/2-way valve connection is connected to the third 3/2-way valve connection for controlling the primary control pressure into the first control pressure line.
  • the secondary 3/2-way valve preferably has a fourth 3/2-way valve connection connected or connectable to the supply connection, a fifth 3/2-way valve connection connected or connectable to a vent and a sixth 3/2 connected to a second control pressure line - Directional valve connection.
  • the fifth 3/2-way valve connection is preferably connected to the sixth 3/2-way valve connection.
  • the fourth 3/2-way valve connection is preferably connected to the sixth 3/2-way valve connection for controlling the secondary control pressure into the second control pressure line.
  • Both the primary and the secondary 3/2-way valve are preferably monostable and, according to the described embodiment, are preferably de-energized in the venting position. In special embodiments, however, it can also be provided that the primary and secondary 3/2-way valves are each designed to be bistable and therefore have two stable locking positions.
  • the main valve unit preferably has a relay valve, with a first relay valve connection connected or connectable to the supply connection, a second relay valve connection connected to the trailer brake pressure connection and controlling the trailer brake pressure, a third relay valve connection connected to a vent and at least one first relay valve control connection for receiving the primary control pressure.
  • the secondary control pressure can either also be controlled at the first relay valve control connection, or the relay valve has a second relay valve control connection, which is then provided separately for the secondary control pressure. It is also possible to have the primary and secondary to couple secondary control pressure via, for example, a select high valve to the first relay valve control connection.
  • the trailer control module has a tear-off safety valve, which is arranged pneumatically at least between the supply connection and the trailer supply connection.
  • a break-off safety valve serves to prevent further control of the trailer brake pressure at the trailer supply connection in the event that the red and/or yellow coupling head is separated in order to prevent the compressed air supply from running dry.
  • the primary switching signals are provided by a primary electronic control unit and the secondary switching signals are provided by a secondary electronic control unit, wherein the primary and secondary electronic control units are independent of one another and can at least partially replace one another functionally.
  • the secondary electronic control unit is a control unit that is intended for an electronic redundancy level of the braking system.
  • the secondary electronic control unit can also be designed to be integrated with the trailer control module in order to further save installation space.
  • the trailer control module is designed to be integrated with an electronic air processing unit of the brake system. This is particularly advantageous since the braking system as a whole is designed as an electromechanical braking system.
  • the invention solves the problem mentioned at the outset by an electromechanical braking system for a commercial vehicle according to claim 14.
  • the electromechanical braking system has a primary electronic control unit and a secondary electronic control unit, a first energy source, which is the primary Control unit supplied with electrical energy and a second energy source that supplies the secondary control unit with electrical energy.
  • the electromechanical brake system has at least a first and second electromechanical front axle brake actuator and at least a first and a second electromechanical rear axle brake actuator, which can be controlled by the primary control unit and the secondary control unit to implement a braking request.
  • trailer control module which is designed according to one of the preferred embodiments of a trailer control module described above according to the first aspect of the invention, wherein the primary control unit is connected to the primary electrical connection and provides the primary switching signals thereto. Furthermore, the secondary control unit is connected to the secondary electrical connection and provides the secondary switching signals there.
  • trailer control module according to the first aspect of the invention and the electromechanical braking system according to the second aspect of the invention have the same and similar sub-aspects as set out in particular in the dependent claims. In this respect, reference is made in full to the above description of the first aspect of the invention.
  • the trailer control module preferably has a trailer control module housing and is installed as an independent module in the braking system. Alternatively, the trailer control module and the secondary control unit are integrated together into one module. Further alternatively, the electromechanical brake system has an electronic air processing unit, with the trailer control module and the electronic air processing unit being integrated into one module.
  • the invention solves the problem mentioned at the outset by a commercial vehicle with the features of claim 18.
  • the commercial vehicle has a front axle, at least one rear axle and an electromechanical braking system according to one of the preferred embodiments of the electrical romechanical brake system according to the second aspect of the invention.
  • electromechanical braking system according to the second aspect of the invention, the trailer control module according to the first aspect of the invention and the commercial vehicle according to the third aspect of the invention have the same and similar sub-aspects as set out in particular in the dependent claims. In this respect, reference is made in full to the above description of the first and second aspects of the invention.
  • FIG. 1 shows a schematic representation of a trailer control module in a first exemplary embodiment
  • FIG. 2 shows a schematic representation of a trailer control module in a second exemplary embodiment
  • FIG. 3 shows a schematic representation of a trailer control module in a third exemplary embodiment
  • FIG. 4 shows a schematic representation of an electromechanical brake system in a first exemplary embodiment
  • FIG. 5 shows a schematic representation of an electromechanical brake system in a second exemplary embodiment
  • Fig. 6 is a schematic representation of an electromechanical brake system in a third exemplary embodiment.
  • Fig. 1 first shows a first exemplary embodiment of a trailer control module 1 according to the invention.
  • the trailer control module 1 is shown here with its own trailer control module housing 1 'and has a primary electrical connection 10 and a secondary electrical connection 12 as electrical connections.
  • the trailer control module 1 has pneumatic connections, namely a supply connection 11, which is connected to a compressed air source 2 (see FIGS. 4 to 6), a trailer supply connection 21, which is connected to a “yellow coupling head”, and a trailer brake pressure connection 22 , which is connected to a “red coupling head”.
  • the trailer control module 1 also has a vent 3.
  • the trailer control module 1 is intended for an electromechanical braking system 202 of a commercial vehicle 200 (see FIGS. 4 to 6) and is intended to be controlled purely electrically in the exemplary embodiment shown here (FIGS. 1 to 3). Pneumatic redundancy or the like is not provided here, even if this is fundamentally conceivable and may also be preferred in embodiments.
  • the trailer control module has a plurality of pneumatic or electro-pneumatic valves, which are collectively referred to as valve arrangement 4.
  • the valve arrangement 4 includes a primary pilot control unit 6 and a secondary pilot control unit 8.
  • the primary pilot control unit 6 is connected to the primary electrical connection 10 and is controlled based on the primary electrical control signals SS1.
  • the secondary pilot control unit 8 is connected to the secondary electrical connection 12 and is controlled based on the secondary electrical control signals SS2.
  • the primary pilot control unit 6 serves to provide a primary control pressure pS1 and the secondary pilot control unit 8 serves to provide a secondary control pressure pS2, which are each dependent on the primary and secondary electrical control signals SS1, SS1.
  • the primary pilot control unit 6 and the secondary pilot control unit 8 provide the primary and secondary control pressure pS1, pS2 to a main valve unit 14, which here has a relay valve 15. Both the primary and the secondary control pressure pS1, pS2 are provided at the relay valve 15 and a separate main valve unit is not provided for each pilot control unit 6, 8; rather, the invention uses a common main valve unit 14 for both the primary and the secondary pilot control units 6, 8.
  • the main valve unit 14 then sets the primary or secondary control unit. pressure pS1, pS2 and based on this controls the trailer brake pressure pBA at the trailer brake pressure connection 22.
  • the primary pilot control unit 6 in the exemplary embodiment shown in FIG. 1 has a primary 3/2-way valve 16 as a combined inlet-outlet valve, as well as an optional primary holding valve 26 here 3/2-way valve connection 16.1, which is connected to the supply connection 11 and receives supply pressure.
  • the primary 3/2-way valve 16 has a second 3/2-way valve connection 16.2, which is connected to the vent 3.
  • a third 3/2-way valve connection 16.3 of the primary 3/2-way valve 16 is connected to a first control pressure line 17 and controls the primary control pressure pS1 in this.
  • the primary holding valve 16, which is designed as a 2/2-way valve, in particular as a monostable 2/2-way valve, is also inserted into the first control pressure line 17. In the switching position shown in FIG. 1, the de-energized switching position, it is closed, while it is opened when energized and can control the primary control pressure pS1.
  • the secondary pilot control unit 8 is also constructed in an analogous manner, which has a secondary 3/2-way valve as a combined inlet-outlet valve and optionally a secondary holding valve 28.
  • the secondary 3/2-way valve has a fourth 3/2-way valve connection 18.1 on, which is connected to the supply connection 11 and receives supply pressure.
  • the secondary 3/2-way valve 18 has a fifth 3/2-way valve connection 18.2, which is connected to the vent 3.
  • a sixth 3/2-way valve connection 18.3 is connected to the second control pressure line 19 and controls the secondary control pressure pS2 in this.
  • the secondary holding valve 28 is also inserted into the second control pressure line 19, which is designed as a monostable 2/2-way valve and is stable and de-energized in the first switching position shown in FIG.
  • the relay valve 15 also has a first relay valve connection 15.1, which is connected or can be connected to the supply connection 11 and receives supply pressure pV from this.
  • a second relay valve connection 15.2 can also be understood as a working connection and is connected to the trailer brake pressure connection 22 in order to control the trailer brake pressure pBA at this.
  • a third relay valve connection 15.3 is connected to one or the vent 3.
  • a tear-off safety valve 30 is connected in a basically known manner, which is arranged and connected in such a way that, in the event of a sudden drop in pressure at the trailer supply connection 21 or at the trailer brake pressure connection 22, it falls into a throttled switching position in order to prevent idling compressed air source 2 connected to the supply connection 11.
  • FIG. 1 Also shown in FIG. 1 is a primary pressure sensor 32 and a secondary pressure sensor 34, each of which detects the controlled trailer brake pressure pBA.
  • the primary pressure sensor 32 provides a primary pressure signal SD1 and the secondary pressure sensor 34 provides a secondary pressure signal SD2.
  • the pressure sensors 32, 34 are designed redundantly here.
  • valve assembly 4 may also be integrated into other functional units of the electromechanical braking system 202, as will be described in more detail with reference to FIGS. 4 to 6.
  • Fig. 2 now shows a variant of the trailer control module of Fig. 1 and the same and similar elements are provided with the same reference numbers as in Fig. 1.
  • the differences to the first version are explained below. example (Fig. 1) highlighted. Similarities between the two exemplary embodiments are not particularly emphasized.
  • a first difference is that the secondary 3/2-way valve 18 is designed as a bistable valve 20 with two magnetic detent positions. This is indicated by the two electromagnets 20.1, 20.2, which can be controlled, here based on the secondary electrical control signal SS2.
  • a bistable valve has two stable, that is, detent positions that can be maintained without current, so that both the switching position of the bistable valve 20 shown in FIG. 2 and the switching position not shown in FIG. 2 can be maintained without current. This configuration is particularly advantageous in order to brake the trailer (not shown) when the commercial vehicle 200 is parked and to keep it in the parked state.
  • the bistable valve 20 is able to maintain the switching position, not shown in FIG.
  • a third embodiment of the trailer control module 1 shown in FIG. 3 is in turn based on the previous embodiments (FIGS. 1, 2) and the same and similar elements are again provided with the same reference numerals.
  • the differences from the first two exemplary embodiments are particularly emphasized, while similarities are not further emphasized.
  • the main difference from the first exemplary embodiment (Fig. 1) lies in the arrangement of the primary and secondary pilot control units 6, 8 in the third exemplary embodiment (Fig. 3). While the primary and secondary pilot control units 6, 8 in Fig. 1 and in particular also in 2 are provided in pneumatically separated paths, these are arranged interconnected in FIG. 3.
  • the secondary 3/2-way valve 18 is pneumatically arranged downstream of the primary 3/2-way valve 16, that is, the primary 3/2-way valve 16 controls the first control pressure pS1 into the first control line 17, but this is then the case first connected to the secondary 3/2-way valve 18, so that it is necessary for the secondary 3/2-way valve 18 to be moved into the second switching position, not shown in FIG.
  • FIG. 4 An exemplary embodiment of an electromechanical brake system 202 of a commercial vehicle 200 is shown in FIG. 4.
  • An electromechanical braking system 202 is provided for a commercial vehicle 200, which is designed here as a two-axle commercial vehicle 200 and has a front axle VA and a rear axle HA. It should be understood that such commercial vehicles 200 can also have a second rear axle and can be designed overall as multi-axle vehicles.
  • the electromechanical brake system 202 has a primary operating level 204 and a secondary redundancy level 206, which can take over the deceleration of the commercial vehicle 200 in the event that the operating level 204 is not functioning or is not functioning properly.
  • the primary operating level 204 is powered by a first energy source 210 and includes a primary electronic control unit 100.
  • the primary electronic control unit 100 is connected via a primary vehicle bus 212 to other units of the commercial vehicle 200, such as an autonomous driving unit 222, in order to be connected thereto Receive and implement trajectories, braking requests or maneuvers.
  • the electromechanical brake system 202 also includes a brake value transmitter 208, which can be designed, for example, as an electric brake pedal.
  • the brake value transmitter 208 is connected to the primary electronic control unit 100 in a basically known manner.
  • the primary electronic control unit 100 is further connected to first and second electromechanical front axle brake actuators 230a, 230b and first and second electromechanical rear axle brake actuators 232a, 232b and provides control signals SB1, SB2 to them.
  • the electromechanical braking system 202 includes a secondary electronic control unit 110, which can at least partially functionally replace the primary electronic control unit 100.
  • the secondary electronic control unit 110 takes over control of the electromechanical brake system 202 in the event that the primary electronic control unit 100 does not function or does not function properly.
  • the secondary electronic control unit 110 is also connected to the brake value transmitter 208 and receives signals from other units, such as in particular the autonomous driving unit 222, via a secondary vehicle bus 214.
  • the secondary electronic control unit 110 is also connected to the first and second electromechanical front axle brake actuators 230a, 230b as well as the first and second electromechanical rear axle brake actuators 232a, 232b and, in the event of redundancy, redundant control signals SB3, SB4 can be sent to these provide.
  • the first and second electromechanical front axle brake actuators 230a, 230b and the first and second electromechanical rear axle brake actuators 232a, 232b are connected to both the first and second energy sources 210, 220 for this purpose.
  • the electromechanical braking system 202 is designed to control a trailer (not shown).
  • the electromechanical brake system 202 includes the trailer control module 1, which makes it possible to control conventional trailers with a purely pneumatically designed trailer brake system.
  • the primary electrical connection 10 of the trailer control module 1 is connected to the primary electronic control unit 100 and receives the primary electrical control signals SS1 therefrom.
  • the secondary electrical connection 12 is connected to the secondary electronic control unit 110 and receives the secondary electrical control signals SS2 therefrom. That is, both in normal operation, when the electromechanical braking system 202 is controlled by the primary electronic control unit 100, and in redundant operation, when the electromechanical braking system 202 is controlled by the secondary electronic control unit 110, the trailer can be controlled via the trailer control module 1.
  • a compressed air supply is shown as a compressed air source 2, which must be connected to an air processing unit or the like, not shown here, in order to fill it with compressed air accordingly.
  • the second exemplary embodiment of the electromechanical brake system 202 (FIG. 5) is based on the first exemplary embodiment (FIG. 4) and the same and similar elements are in turn provided with the same reference numbers, so that reference is made in full to the description of FIG. 4. The differences are highlighted below in particular.
  • the most important difference in the second exemplary embodiment of the electromechanical brake system 202 is that the trailer control module 1 is integrated with the secondary electronic control unit 110 to form one module.
  • the Integrated module 240 has a module housing 240 ', so that, for example, the electrical line via which the secondary electronic control signals SS2 are provided by the secondary electronic control unit 110 only runs internally within the integrated module 240. In this way, installation space can be saved and the overall footprint of the brake system 202 can be reduced.
  • the third exemplary embodiment (FIG. 6) of the electromechanical brake system 202 is based on the second exemplary embodiment (FIG. 5), with an additional electronic air processing unit 130 being provided here, which is also integrated here into the integrated module 240.
  • the integrated module 240 no longer requires an external connection for supply pressure, as is the case in the exemplary embodiment shown in FIG. 5 for the compressed air source 2. Rather, pneumatic lines and connections can run purely within the integrated module 240, thereby eliminating cabling and installation space can be saved. It should be understood that although it is shown in FIG 1 and the electronic air treatment unit 130 are designed to be integrated together.
  • Trailer control module Trailer control module housing Compressed air source Vent Valve arrangement Primary pilot control unit Secondary pilot control unit Primary electrical connection Supply connection Secondary electrical connection Main valve unit Relay valve first relay valve connection second relay valve connection third relay valve connection first relay valve control connection second relay valve control connection primary 3/2-way valve first 3/2-way valve connection second 3/2 -Way valve connection third 3/2-way valve connection first control pressure line secondary 3/2-way valve fourth 3/2-way valve connection fifth 3/2-way valve connection sixth 3/2-way valve connection second control pressure line bistable valve trailer supply connection trailer brake pressure connection common control pressure line 26 primary holding valve

Abstract

L'invention concerne un module de commande de remorque (1) pour un système de freinage électromécanique (202) d'un véhicule tracteur ayant une remorque, qui comprend un système de freinage pneumatique. Le module de commande de remorque (1) comprend un raccordement électrique principal (10) pour recevoir un signal de commande électrique principal (SS1) et un raccordement électrique secondaire (12) pour recevoir un signal de commande électrique secondaire (SS2) et également un agencement de soupape (4), qui fournit une pression de freinage de remorque (pBA) en fonction des signaux de commande électrique principal et secondaire (SS1, SS2). L'agencement de soupape (4) comporte une unité de commande pilote principale (6), qui reçoit les signaux de commande principaux (SS1), et une unité de commande pilote secondaire (8), qui reçoit les signaux de commande secondaires (SS2), l'unité de commande pilote principale (6) ayant une soupape à 3/2 voies principale (16) en tant que soupape d'entrée-sortie principale et l'unité de commande pilote secondaire (8) ayant une soupape à 3/2 voies secondaire (18) en tant que soupape d'entrée-sortie secondaire. L'invention concerne également un système de freinage électromécanique (202) et un véhicule utilitaire (200).
PCT/EP2022/072068 2022-08-05 2022-08-05 Système de freinage électromécanique à commande pneumatique redondante de la remorque WO2024027925A1 (fr)

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2570316A1 (fr) * 2011-09-16 2013-03-20 Haldex Brake Products GmbH Dispositif de préparation d'air comprimé pour un véhicule utilitaire
WO2018172333A1 (fr) * 2017-03-21 2018-09-27 Wabco Gmbh Frein à main électropneumatique (eph) à valve de commande de remorque (tcv) intégrée (commande scandinave)
EP3822133A1 (fr) 2019-11-18 2021-05-19 KNORR-BREMSE Systeme für Nutzfahrzeuge GmbH Système de freinage pour véhicule à moteur et module d'alimentation en air et de commande de remorque
EP3822134B1 (fr) 2019-11-18 2021-12-29 KNORR-BREMSE Systeme für Nutzfahrzeuge GmbH Système de freinage pour véhicule à moteur et module de commande de remorque

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2570316A1 (fr) * 2011-09-16 2013-03-20 Haldex Brake Products GmbH Dispositif de préparation d'air comprimé pour un véhicule utilitaire
WO2018172333A1 (fr) * 2017-03-21 2018-09-27 Wabco Gmbh Frein à main électropneumatique (eph) à valve de commande de remorque (tcv) intégrée (commande scandinave)
EP3822133A1 (fr) 2019-11-18 2021-05-19 KNORR-BREMSE Systeme für Nutzfahrzeuge GmbH Système de freinage pour véhicule à moteur et module d'alimentation en air et de commande de remorque
EP3822134B1 (fr) 2019-11-18 2021-12-29 KNORR-BREMSE Systeme für Nutzfahrzeuge GmbH Système de freinage pour véhicule à moteur et module de commande de remorque

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