CN106660536B - Compressed air device for a vehicle with an integrated emergency air source pressure container - Google Patents
Compressed air device for a vehicle with an integrated emergency air source pressure container Download PDFInfo
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- CN106660536B CN106660536B CN201580044142.0A CN201580044142A CN106660536B CN 106660536 B CN106660536 B CN 106660536B CN 201580044142 A CN201580044142 A CN 201580044142A CN 106660536 B CN106660536 B CN 106660536B
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- compressed air
- circuit
- source pressure
- brake
- valve
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- 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
- B60T13/268—Compressed-air systems using accumulators or reservoirs
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- 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
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- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T15/00—Construction arrangement, or operation of valves incorporated in power brake systems and not covered by groups B60T11/00 or B60T13/00
- B60T15/02—Application and release valves
- B60T15/18—Triple or other relay valves which allow step-wise application or release and which are actuated by brake-pipe pressure variation to connect brake cylinders or equivalent to compressed air or vacuum source or atmosphere
- B60T15/24—Triple or other relay valves which allow step-wise application or release and which are actuated by brake-pipe pressure variation to connect brake cylinders or equivalent to compressed air or vacuum source or atmosphere controlled by three fluid pressures
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- 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
- B60T17/06—Applications or arrangements of reservoirs
-
- 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
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Braking Systems And Boosters (AREA)
- Valves And Accessory Devices For Braking Systems (AREA)
- Regulating Braking Force (AREA)
Abstract
The invention relates to a compressed air device for a vehicle, comprising a compressed air-actuated brake device (1), a first air supply pressure container (16), which is supplied with compressed air by a compressor (66) via a circuit (44) of a protective valve device (48), for supplying a compressed air consumer circuit (6) with compressed air, and comprising a second air supply pressure container (16'), which can be connected via a valve device (50) to an air supply pressure line (14) of at least one compressed air-actuated brake circuit (6) of the brake device (1). According to the invention, a second gas source pressure container (16') is integrated into the first gas source pressure container (16) or forms part thereof, and a circuit (44) of the protected valve device (48) associated with the compressed air consumer circuit (6) is supplied with compressed air.
Description
Technical Field
The invention relates to a compressed air device for a vehicle, comprising a compressed air-actuated brake device, a first air supply pressure container which is supplied with compressed air by a compressor via a circuit of a protective valve device, and a second air supply pressure container which can be connected via a valve device to an air supply pressure line of at least one compressed air-actuated brake circuit of the brake device.
Background
Such a compressed air-actuated brake device is known from EP 1122142 a 1. There, a first air supply pressure reservoir is provided for the front axle brake circuit, and a second air supply pressure reservoir is provided separately therefrom, which is supplied with compressed air from the own circuit of the multi-circuit protection valve. In the event of a loss of air supply pressure in the first air supply pressure container, for example due to a leak, the electromagnetic changeover valve switches the compressed air supply of the pressure regulating module of the front axle from the first air supply pressure container to the second air supply pressure container. The relatively high expenditure for providing a redundant compressed air supply is disadvantageous here.
Disclosure of Invention
In contrast, the present invention is based on the task of further developing a compressed air device of the type mentioned at the outset in such a way that: so that the fail-safe (Ausfallscheit) is increased at a small cost.
According to the invention, this object is achieved by the features of the invention.
The invention provides that the second source pressure container is integrated into the first source pressure container or forms part of it and that the circuit of the protective valve device assigned to the compressed air consumer circuit is supplied with compressed air.
The first air supply pressure reservoir can supply any compressed air consumer circuit of the vehicle with compressed air, for example an air spring circuit, a door opening circuit or here preferably at least one compressed air-actuated service brake circuit and/or a compressed air-actuated parking brake circuit of a compressed air-actuated brake device of the vehicle.
Since the first and second gas supply pressure vessels are supplied with compressed air by the same circuit of the protective valve arrangement, the own circuit of the multi-circuit protective valve and a separate gas supply pressure vessel can be saved, which reduces the installation expenditure and the position requirement.
The measures cited in the present application document allow advantageous embodiments and improvements of the invention specified in the present application.
In particular, it is preferred that the first source pressure container of compressed air is supplied by the compressor via a circuit of the protective valve device, in order to supply at least one compressed air-actuated brake circuit and/or a compressed air-actuated parking brake circuit of the brake device with compressed air.
Particularly preferably, the second gas source pressure vessel is thus integrated into the first gas source pressure vessel: a rigid dividing wall is incorporated into the first gas source pressure vessel that separates a first compressed air volume of the first gas source pressure vessel from a second compressed air volume of the second gas source pressure vessel.
The separating wall is arranged here, for example, perpendicularly to the longitudinal axis of the first gas source pressure vessel. Thus, in order to accommodate the second volume of the second gas source pressure vessel, it is sufficient for the first gas source pressure vessel to be constructed somewhat longer than usual.
Preferably, the first air source pressure vessel is assigned to a brake of a rear axle of the vehicle.
According to one embodiment, the valve device can form a structural unit with the first gas source pressure vessel in that the valve device is flange-mounted on the first gas source pressure vessel or is arranged in a common housing with the first gas source pressure vessel. It is possible to dispense with the laying of a pressure line which extends between the second gas source pressure vessel integrated in the first gas source pressure vessel and the valve device.
Preferably, the at least one compressed air-actuated brake circuit comprises at least one compressed air-actuated service brake circuit and at least one compressed air-actuated parking brake circuit having at least one active parking brake actuator which is compressed by charging and released by venting.
The at least one compressed-air-actuated service brake circuit can in particular be an electro-pneumatic service brake circuit, having a primary electric brake circuit and a secondary pneumatic service brake circuit, which serves as a backup stage in the event of a failure of the primary electric brake circuit.
The compressed air-actuated parking brake circuit can in particular be an electro-pneumatic parking brake circuit, wherein the active parking brake actuator locks a service brake actuator that is pressed under the frame of the service brake for parking braking and unlocks the service brake actuator for releasing the parking brake.
In such an electro-pneumatic parking brake circuit with an active parking brake actuator, i.e. without a passive spring brake cylinder (which is compressed by the exhaust and released by the inflation), the following problems arise: when the supply pressure in the first supply pressure container drops, for example due to a leak, both the service brake and the parking brake become inoperative. The parking brake can then no longer be used as an auxiliary brake, as in the case of a passive spring brake cylinder, for example.
However, due to the redundancy of the supply with compressed air, which is achieved with the second source pressure container, it is also possible to keep the service brake and/or the parking brake operating normally even in the event of a pressure drop in the first source pressure container.
According to one embodiment, the valve device is a solenoid valve device and comprises at least one solenoid valve which is controlled by an electronic control unit, wherein the control unit controls the solenoid valve as a function of signals from a sensor device which detects directly or indirectly a pressure drop in the first gas source pressure vessel.
The sensor device can comprise at least one pressure sensor or wheel speed sensor, which detects the supply pressure in the first supply pressure tank or in the supply pressure line or the brake pressure in the at least one compressed-air-actuated service brake circuit. Thus, if such a pressure sensor detects a reduced supply pressure in the first supply pressure vessel relative to the nominal supply pressure, the connection between the second supply pressure vessel and the supply pressure line can be established by means of the valve device. Such a pressure sensor can also be a pressure sensor integrated in a pressure regulation module of the electro-pneumatic brake system, which measures the actual brake pressure prevailing directly. A pressure drop in the brake pressure or a complete loss of brake pressure indicates a leak in the first source pressure container.
Alternatively or additionally, the pressure drop during the braking process can also be detected from the wheel speed behavior of the braked wheel, wherein the present compressed air-actuated braking device inherently comprises a brake slip control device (ABS) having such a wheel speed sensor. If there is a braking demand by the driver and the monitored wheel is not braked too weakly or at all due to a drop in the supply pressure, the control unit identifies this as a fault and switches the valve arrangement so that the supply of compressed air takes place via the second supply pressure container.
In a particularly preferred embodiment, the solenoid valve arrangement connects the second air supply pressure reservoir to the air supply pressure line of the at least one electro-pneumatic service brake circuit and/or to the air supply pressure line of the at least one electro-pneumatic parking brake circuit in the switched-off state, corresponding to the flow-through position, and interrupts this connection in the switched-on state, corresponding to the blocking position. The solenoid valve can in particular be a two-position two-way solenoid valve spring-loaded into the flow position. This has the following advantages: in such an electro-pneumatic service brake circuit, in the event of a failure of the electrical/electronic components or of the current supply and a drop in the supply pressure in the first supply pressure container, the primary electro-pneumatic service brake circuit fails, but the secondary purely pneumatic service brake circuit can then always still be operated on the basis of the supply pressure in the second supply pressure container.
According to one embodiment, for example, the input of the solenoid valve is connected to the second air supply pressure container and the output of the solenoid valve is connected to a control connection of a relay valve, which is connected to the second air supply pressure container by means of an air supply connection and to the air supply pressure line of the at least one brake circuit by means of a working connection. The relay valve advantageously acts to increase the pressure medium quantity.
Furthermore, the valve device can comprise at least one first non-return valve which is connected into a pressure line which extends between the circuit of the protective valve device (for example a multi-circuit protective valve) and the first gas source pressure container on the one hand and the second gas source pressure container on the other hand, and which effects a flow of compressed air which is conducted through the pressure line from the circuit or from the first gas source pressure container into the second gas source pressure container, but interrupts the flow of compressed air in the opposite direction. By means of the first non-return valve it is ensured that the second gas supply pressure vessel is continuously filled with the maximum gas supply pressure.
Additionally or alternatively, the valve arrangement can comprise a second one-way valve which is connected to a pressure line which extends between the circuit of the protective valve arrangement and the first gas source pressure vessel on the one hand and the gas source pressure line on the other hand, and which effects a flow of compressed air from the circuit or from the first gas source pressure vessel to the gas source pressure line which is guided through the pressure line but which interrupts a return flow in the opposite direction. The flow of compressed air from the second source pressure vessel is prevented from flowing into the leaking first source pressure vessel by the second one-way valve.
Particularly preferably, the first non-return valve and the second non-return valve are connected in series one after the other in the compressed air line, wherein the air supply pressure line branches off from the pressure line at a point between the first non-return valve and the second non-return valve.
Further details will be derived from the following description of the examples.
Drawings
Embodiments of the invention are illustrated in the drawings and are explained in detail in the following description. In the figures, the only figure shows a circuit diagram of a preferred embodiment of the braking device according to the invention.
Detailed Description
In the drawing, an electrically controlled brake system (EBS)1 is shown according to a preferred embodiment of the invention as part of a compressed air system of a heavy commercial vehicle with trailer capability, which has an electro-pneumatic service brake system comprising a primary electro-pneumatic brake circuit 2 and a secondary pneumatic service brake circuit, in this case a pneumatic front axle brake circuit 4 and a pneumatic rear axle brake circuit 6 as a backup stage. In the brake device, the service brake pressure is electrically regulated.
The main electro-pneumatic brake circuit 2 comprises an electrical channel 36 of the foot brake module 7, which, as a function of the actuation of the foot brake pedal, controls an electric brake demand signal on, for example, a central brake control unit 9 via an electrical signal line 8, which, as a function of the brake demand signal, actuates via the signal line two 1-channel pressure control modules 10 on the front axle or one 2-channel pressure control module 12 on the rear axle.
The pressure regulating modules 10, 12 are supplied with compressed air by means of supply lines 14, 15 from the supply pressure of the respective compressed air supply, i.e. the supply pressure reservoir 16 for the rear axle brake circuit 6 and the supply pressure reservoir 17 for the front axle brake circuit 4, and comprise, in a known manner, an inlet/outlet valve combination for controlling the relay valves and pressure sensors for the individual channels, in order to measure the brake pressure output at the working connection for the service brake cylinder 18 on the front or rear axle and to report the actual value to an electronic control unit integrated in the respective pressure regulating module 10, 12 in the sense of a setpoint-actual value adjustment. The pressure control modules 10, 12 then modulate the brake pressure corresponding to the electrical target value at their working connections, which are connected to the active service brake cylinder 18 via the pneumatic pressure line 20, from the supply pressure.
Here, service brake cylinders 18 on the front wheels and/or on the rear wheels actuate, for example, disc brakes 20, more precisely brake linings, which interact with the respective brake disks.
The local control unit of the pressure control modules 10, 12 also includes an ABS program for implementing a wheeled or bridge-type brake slip control. The central brake control unit 9 can comprise, for example, an ESP (electronic stability program, Elektronisches)
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In parallel to the electrical signals, the foot brake module 7 generates pneumatic service brake pressures in the pneumatic rear axle brake circuit 6 and in the pneumatic front axle brake circuit 4, respectively, on the basis of the air supply pressure, which is supplied from the respective air supply pressure reservoir 16 or 17 via the respective supply line 14, 15, said service brake pressures being dependent on the actuation of the foot brake plates and being supplied via the pneumatic line 24 to the pneumatic input connections of the pressure control modules 10, 12. In each pressure control module 10, 12, there is a so-called backup solenoid valve which, in the case of intact electrical and electronic components and in the energized state, blocks the service brake pressure from the rear axle brake circuit 6 or the front axle brake circuit 4 with respect to the respective service connection which is connected to the service brake cylinder 18 via a pneumatic pressure line 20. In the event of a failure or a malfunction of the electrical/electronic system, the standby solenoid valve is switched in its flow position, in which the respective service brake pressure can then be transmitted to the service brake cylinder 18, without current supply and spring loading.
In addition to the service brake device, the brake device also comprises a parking brake device which comprises an electric parking brake converter (feststellbremswergeber) 26, here comprising an electric parking brake lever for example, and being controlled by the latter. Depending on the actuation of the electric parking brake switch 26, the parking brake request signal is preferably supplied via a signal line 27 to the central brake control unit 9, in which the parking brake program is preferably executed. Alternatively, a separate parking brake control unit can also be provided. In addition to the purely parking brake function ("parking brake applied or released"), the parking brake program can also include further functions, such as, for example, a trailer control function, an auxiliary brake function or an anti-folding brake function.
The central brake control unit 9 then preferably transmits a parking brake request signal to a local control unit of the pressure regulating module 12 of the rear axle, which, depending on the parking brake request signal, actuates, via a, in this case, for example, 6-pole electrical control line 30, solenoid valves 32, which are arranged on the respective wheels of the rear axle and are not shown here separately. The solenoid valves 32 are designed such that, in the case of a parking brake request, i.e., in the energized state, they each communicate the service brake pressure in the pressure lines 20 to a pneumatic-mechanical locking device 34 as a pressure-medium-actuated parking brake actuator, which actively locks the service brake cylinder, which is compressed by means of the service brake pressure, for the parking brake by means of the service brake pressure. In the non-energized state, the solenoid valve 32 is switched into its latched position, so that the locking device 34 cannot be activated. Preferably, the solenoid valve 32 is a two-position two-way solenoid valve with a flow-through position and a blocking position, wherein there is one such solenoid valve 32 per locking device 34 on the rear axle. The output stage (Endstufe) for these solenoid valves 32 is preferably arranged in the rear axle 2-way pressure regulating module 12.
Service brake pressure in the pressure line 20 for the rear axle actuating the pneumatically actuated locking device 34 can be generated via the electrical channel 36 of the foot brake module 7 or in the electro-pneumatic brake circuit 2 or, in the event of a failure of the electrical/electronic components, by the pneumatic rear axle channel 38 of the foot brake module 7 or in the rear axle brake circuit 6. In addition to the pneumatic rear axle channel 38, the foot brake module 7 also comprises a pneumatic front axle channel 40 for controlling the front axle brake circuit 4.
Furthermore, signals such as the momentary wheel speed, the momentary brake lining wear, the brake lining temperature and the state of the parking brake (released or pressed) on the rear axle are transmitted via the 6-pole electrical control line 30 to the local control unit of the pressure control module 10, 12.
After the application position of the service brake actuator 18 (here: the pneumatically actuated brake cylinder on the rear axle) is mechanically locked by means of the parking brake actuator 34 (here: a pneumatic-mechanical locking device), the service brakes can be released. The solenoid valve 32 actuating the parking brake actuator 34 then switches back into its closed position.
In order to release the parking brake, the driver actuates the foot brake plate of the foot brake valve 7 and the parking brake switch 26, as a result of which the solenoid valve 32 actuating the parking brake actuator 34 is opened as a result of actuating the parking brake switch 26. The service brake pressure built up in the pressure line 20 as a result of the actuation of the foot brake pedal and acting on the parking brake actuator 34 then ensures that the parking brake actuator 34 (here: the pneumatic-mechanical locking device) reaches its release position and the locking of the service brake actuator 18 that was present up to now is released.
The parking brake actuator 34 (pneumatic-mechanical locking device) thus functions according to the "ballpoint pen principle", that is to say, the respective switching from "locked" or "pressed" to "unlocked" or "released" and vice versa takes place by pressure application, wherein the pressure application takes place by means of the associated solenoid valves 32, which are controlled electrically by the parking brake converter 26, the central brake control unit 9 and the local control unit of the 2-channel pressure regulating module 12 as a function of the parking brake request and by actuating the service brake module 7 in order to generate the service brake pressure as the control pressure for the parking brake actuator 34. The electro-pneumatic parking brake circuit thus comprises the parking brake converter 26, the central brake control unit 9, the local control unit of the 2-channel pressure regulating module 12, the solenoid valve 32 and the parking brake actuator 34 (here: a pneumatic-mechanical locking device).
The electrical/electronic components of the service brake device and of the parking brake device, for example the central brake control unit 9, the local control units in the pressure regulating modules 10, 12, the electrical sensors, the electrical parking brake converter 26, the solenoid valve 32 which controls the parking brake actuator 34, are supplied with electrical energy by a power supply which is not shown here.
Particularly preferably, emergency air supply pressure reservoir 16' is integrated into air supply pressure reservoir 16 of rear axle brake circuit 6 in the following manner: a rigid partition wall 42 is inserted into air supply pressure container 16 of rear axle brake circuit 6, which separates the compressed air volume of air supply pressure container 16 of rear axle brake circuit 6 from the compressed air volume of emergency air supply pressure container 16'.
In this case, partition wall 42 is arranged, for example, perpendicularly to the longitudinal axis of air supply pressure container 16 of rear axle brake circuit 6. Therefore, in order to accommodate the compressed air volume of emergency air supply pressure reservoir 16', it is sufficient to configure air supply pressure reservoir 16 of rear axle brake circuit 6 somewhat longer than usual. Alternatively, the size of air supply pressure vessel 16 of rear axle brake circuit 6 can remain unchanged despite the integration of emergency air supply pressure vessel 16'.
The air supply pressure reservoir 16 of rear axle brake circuit 6 and the air supply pressure reservoir 17 of front axle brake circuit 4 are each supplied with compressed air by a circuit, here rear axle circuit 44 and front axle circuit 46 of a multi-circuit protection valve 48, which is supplied by a compressor 66, not shown here. Since the emergency air supply pressure container 16' is integrated into the air supply pressure container 16 of the rear axle brake circuit 6, it is supplied by the same rear axle circuit 44 of the multi-circuit protection valve 48.
Emergency air supply pressure container 16' can be connected to supply line 14 of rear axle brake circuit 6 via a valve device 50, which is symbolically represented in the drawing by a dashed rectangle.
The valve device 50 is preferably formed as a structural unit with the air supply pressure tank 16 of the rear axle brake circuit 6 and with the emergency air supply pressure tank 16 ' integrated therein, in that it is flanged onto the air supply pressure tank 16, 16 ' or is accommodated in a common housing with the air supply pressure tank 16, 16 '.
Preferably, valve device 50 comprises a two-position two-way solenoid valve 54, which is controlled, for example, by brake control unit 9 via signal line 52, wherein brake control unit 9 controls solenoid valve 54 as a function of a signal from a sensor device 56, which is capable of directly or indirectly detecting a pressure drop in air supply pressure reservoir 16 of rear axle brake circuit 6.
In this case, sensor device 56 can comprise at least one pressure sensor which detects the supply pressure in supply pressure tank 16 of rear axle brake circuit 6 or in supply pressure line 14, or the brake pressure in pressure line 20, which conducts the brake pressure, on the other side of pressure regulating module 12. Such a pressure sensor can be, in particular, a pressure sensor which is integrated into the pressure control module 12 of the rear axle and which measures the actual brake pressure prevailing directly for each channel. A pressure drop or complete loss of the brake pressure is an indication of a leak in the air supply pressure reservoir 16 of the rear axle brake circuit 6. Thus, if such a pressure sensor 56 detects a reduced supply pressure in the supply pressure container 16 of the rear axle brake circuit 6 relative to the nominal supply pressure, the connection between the emergency supply pressure container 16' and the supply pressure line 14 can be established via the valve device 50.
Alternatively or additionally, a pressure drop during a braking process can also be detected from the wheel speed behavior of the braked wheel. If there is a braking demand by the driver and the monitored wheel is not braked too weakly or at all because of a drop in the supply air pressure, the brake control unit 9 recognizes this as a malfunction and switches the valve arrangement 50 so that the compressed air supply to the rear axle brake circuit 6 then takes place via the emergency supply air pressure reservoir 16'.
The solenoid valve 54 has a closed position and a flow-through position, wherein the input of the solenoid valve is connected to its output in the flow-through position and wherein the connection is interrupted. The solenoid valve 54 is in particular a two-position two-way solenoid valve spring-loaded into the flow-passing position. The solenoid valve is connected at its input end to emergency air supply pressure reservoir 16 'and at its output end to the control connection of relay valve 58, which is connected with its air supply connection to emergency air supply pressure reservoir 16' and with its working connection to air supply pressure line 14 of rear axle brake circuit 6.
In the switched-off state, the solenoid valve 54 reaches its flow-through position in a spring-loaded manner and connects the emergency air supply pressure reservoir 16 'to the control connection of the relay valve 58, which therefore supplies this pressure to the air supply pressure line 14 of the rear axle brake circuit 6 in an increased amount as a function of the air supply pressure in the emergency air supply pressure reservoir 16'. In the energized state, the solenoid valve 54 interrupts this connection in its blocking position.
This has the following advantages: in the event of a failure of the electrical/electronic system or of the current supply and a drop in the air supply pressure reservoir 16 of the rear axle brake circuit 6, the secondary, purely pneumatic rear axle brake circuit 6 can then always still be operated on the basis of the air supply pressure in the emergency air supply pressure reservoir 16', although the primary electric service brake circuit fails in the electric-pneumatic service brake circuit of the rear axle. It is possible for the service brakes to be present as long as there is still compressed air in the emergency air supply pressure vessel 16' and is generally sufficient for at least one service brake from driving to a standstill. In order to lock the locking device 34 next for pressing the parking brake on the rear axle, the compressed air volume in the emergency air supply pressure container 16' is also sufficiently metered.
Since the parking brake actuator 34 acts on the service brake actuators 18 of the rear axle or on the wheels associated with the rear axle, it is advantageous to supply the parking brake circuit and the rear axle brake circuit 6 with compressed air via the emergency air supply pressure reservoir 16 ', since then both the service brakes of the rear axle and the parking brakes can be activated by means of the compressed air present in the emergency air supply pressure reservoir 16'.
Furthermore, the valve arrangement 50 preferably comprises a first non-return valve 60 which is connected to a pressure line 62 which extends between the rear axle circuit 44 of the multi-circuit protection valve 48 and the source pressure container 16 of the rear axle brake circuit 6 on the one hand and the emergency source pressure container 16 'on the other hand, and which effects a flow of compressed air which is conducted through the pressure line 62 from the rear axle circuit 44 or from the source pressure container 16 of the rear axle brake circuit 6 into the emergency source pressure container 16', but inhibits a flow of compressed air in the opposite direction. By means of this first non-return valve 60 it is ensured that the emergency air supply pressure vessel 16' is continuously filled with maximum air supply pressure.
Additionally, the valve device 50 comprises, for example, a second non-return valve 64 which is connected to a pressure line 62 which extends between the rear axle circuit 44 of the multiple-protection valve device 48 and the source pressure reservoir 16 of the rear axle brake circuit 6 on the one hand and the source pressure line 14 of the rear axle brake circuit 6 on the other hand, and which effects a flow of compressed air which is conducted through the pressure line 62 from the rear axle circuit 44 or from the source pressure reservoir 16 of the rear axle brake circuit 6 into the source pressure line 14 of the rear axle brake circuit 6, but interrupts a return flow in the opposite direction. The flow of compressed air from emergency air supply pressure vessel 16' to leaking air supply pressure vessel 16 of rear axle brake circuit 6 is prevented by second check valve 64.
It is particularly preferred that a first check valve and a second check valve are connected in series one after the other in the compressed air line 62, wherein the air supply pressure line 14 of the rear axle brake circuit 6 branches off from the pressure line 62 at a point between the first check valve 60 and the second check valve 64.
It goes without saying that, instead of being integrated into the air supply pressure reservoir 16 of the rear axle brake circuit 6, an emergency air supply pressure reservoir can also be integrated into the air supply pressure reservoir 17 of the front axle brake circuit 4, wherein in this case the valve device 50 can then connect said emergency air supply pressure reservoir, for example, to the air supply pressure line 15 of the front axle brake circuit 4. Diagonal connections are also possible, for example an emergency air supply pressure reservoir 16' integrated into air supply pressure reservoir 16 of rear axle brake circuit 6, which can be connected to air supply pressure line 15 of front axle brake circuit 4 via valve device 50, or vice versa. Thus, the emergency air supply pressure vessel 16' can be integrated into the air supply pressure vessel of any compressed air load circuit of the vehicle.
List of reference marks
1 braking device
2 electro-pneumatic brake circuit
4 front axle brake circuit
6 rear axle brake circuit
7-foot brake module
8 signal conductor
9 brake control unit
10 pressure regulating module
11 signal conductor
12 pressure regulating module
14 supply lead HA
15 supply line VA
16 air source pressure container HA
16' emergency air source pressure container
17 air source pressure vessel VA
18 service brake cylinder
20 pressure pipeline
22 disc brake
24 pipeline
26 parking brake converter
27 signal conductor
30 control wire
32 solenoid valve
34 locking device
36 electric channel
38 rear axle channel
40 front axle tunnel
42 partition wall
44 rear axle loop
46 front axle loop
48 multi-loop protection valve
50 valve device
52 signal conductor
54 solenoid valve
56 sensor device
58 relay valve
60 first check valve
62 pressure pipeline
64 second check valve
66 compressor
Claims (13)
1. Compressed air device for a vehicle, comprising a compressed air-actuated brake device (1), a first source pressure tank (16), which is supplied with compressed air by a compressor (66) via a circuit (44) of a protective valve device (48) and is intended for supplying a compressed air consumer circuit with compressed air, and comprising a second source pressure tank (16 '), which can be connected via a valve device (50) to a source pressure line (14) of at least one compressed air-actuated brake circuit of the brake device (1), wherein the second source pressure tank (16') is integrated into the first source pressure tank (16) or forms part of the first source pressure tank and is supplied with compressed air by a circuit (44) of the protective valve device (48) which is assigned to the compressed air consumer circuit, the at least one compressed-air-actuated brake circuit comprises a compressed-air-actuated service brake circuit (6) and/or a compressed-air-actuated parking brake circuit having at least one active parking brake actuator (34) which is compressed by charging and released by discharging, the at least one compressed-air-actuated service brake circuit being an electro-pneumatic service brake circuit having a primary electric brake circuit and a secondary pneumatic service brake circuit, the pneumatic service brake circuit serving as a backup stage in the event of a failure of the primary electric brake circuit, the compressed-air-actuated parking brake circuit being an electro-pneumatic parking brake circuit, wherein the active parking brake actuator (34) locks the service brake actuator (18) which is compressed in service brake operation, to effect a parking brake and to release the service brake actuator in order to release the parking brake, the valve device (50) being a solenoid valve device comprising at least one solenoid valve (54) controlled by an electronic control unit (9), wherein the control unit (9) controls the solenoid valve (54) as a function of signals of a sensor device (56) which directly or indirectly detects a pressure drop in the first air supply pressure reservoir (16), and which in the de-energized state connects the second air supply pressure reservoir (16') to the air supply pressure line (14) of the at least one electro-pneumatic service brake circuit and/or to the air supply pressure line (14) of the at least one electro-pneumatic parking brake circuit corresponding to a flow-through position, in the energized state, the connection is locked in accordance with the locking position.
2. Compressed air device according to claim 1, characterized in that the sensor device (56) comprises at least one pressure sensor or wheel speed sensor, which detects the supply pressure in the first supply pressure container (16) or in the supply pressure line (14) or detects the brake pressure in the at least one compressed air-operated service brake circuit.
3. The compressed air device according to claim 1, characterized in that the solenoid valve (54) is a two-position two-way solenoid valve spring-loaded into the through-flow position.
4. Compressed air device according to any one of the preceding claims, characterised in that the input of the solenoid valve (54) is connected to the second source pressure container (16 ') and the output of the solenoid valve (54) is connected to a control connection of a relay valve (58) which is connected with a source connection to the second source pressure container (16') and with a working connection to the source pressure line (14) of the at least one compressed air-operated brake circuit.
5. A compressed air device according to any one of claims 1-3, characterized in that the valve device (50) comprises at least one first one-way valve (60) which is connected into a pressure line (62) which extends between the circuit (44) of the protective valve device (48) and the first gas source pressure container (16) on the one hand and the second gas source pressure container (16 ') on the other hand, and which effects a flow of compressed air which is conducted through the pressure line (62) from the circuit (44) or from the first gas source pressure container (16) into the second gas source pressure container (16') but interrupts the flow of compressed air in the opposite direction.
6. A compressed air arrangement according to claim 5, characterized in that the valve arrangement (50) comprises a second one-way valve (64) which is connected into a pressure line (62) which extends between the circuit (44) of the protective valve arrangement (48) and the first gas source pressure vessel (16) on the one hand and the gas source pressure line (14) on the other hand, and which effects a flow of compressed air which is conducted through the pressure line (62) from the circuit (44) or from the first gas source pressure vessel (16) into the gas source pressure line (14), but blocks a return flow in the opposite direction.
7. The compressed air device according to claim 6, characterized in that the first non return valve (60) and the second non return valve (64) are connected in series one after the other in the pressure line (62), wherein the air supply pressure line (14) branches off from the pressure line (62) at a position between the first non return valve (60) and the second non return valve (64).
8. A compressed air device according to any one of claims 1-3, characterized in that the second gas source pressure vessel (16') is integrated into the first gas source pressure vessel (16) by: -introducing a rigid partition wall (42) into the first gas source pressure vessel (16), the partition wall separating a first compressed air volume of the first gas source pressure vessel (16) from a second compressed air volume of the second gas source pressure vessel (16').
9. A compressed air device according to claim 8, characterised in that the partition wall (42) is arranged perpendicular to the longitudinal axis of the first air source pressure vessel.
10. A compressed air device according to any one of claims 1-3, characterised in that the first source pressure vessel (16) is assigned to a brake of a rear axle of the vehicle.
11. A compressed air device according to any one of claims 1-3, characterized in that the valve device (50) forms one structural unit with the first source pressure vessel (16) and the second source pressure vessel (16'), in such a way that the valve device
-flanges are mounted on said first and second gas supply pressure vessels (16, 16'), or
-is arranged in a common housing with said first and second gas source pressure vessels (16, 16').
12. A compressed air device according to any one of claims 1-3, characterized in that the first air supply pressure container (16) supplies compressed air to at least one compressed air-operated service brake circuit (6) and/or a compressed air-operated parking brake circuit of the brake device (1), which is supplied with compressed air by the compressor (66) through the circuit (44) of the protective valve device (48).
13. Vehicle comprising a compressed air device according to any of the preceding claims.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102014108555.8 | 2014-06-18 | ||
| DE102014108555.8A DE102014108555A1 (en) | 2014-06-18 | 2014-06-18 | Compressed air device of a vehicle with integrated emergency reservoir |
| PCT/EP2015/063001 WO2015193159A1 (en) | 2014-06-18 | 2015-06-11 | Pneumatic device for a vehicle, comprising an integrated pressurized emergency reservoir |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN106660536A CN106660536A (en) | 2017-05-10 |
| CN106660536B true CN106660536B (en) | 2020-03-06 |
Family
ID=53404533
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201580044142.0A Expired - Fee Related CN106660536B (en) | 2014-06-18 | 2015-06-11 | Compressed air device for a vehicle with an integrated emergency air source pressure container |
Country Status (5)
| Country | Link |
|---|---|
| EP (1) | EP3157788A1 (en) |
| CN (1) | CN106660536B (en) |
| BR (1) | BR112016029346A2 (en) |
| DE (1) | DE102014108555A1 (en) |
| WO (1) | WO2015193159A1 (en) |
Families Citing this family (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP6781117B2 (en) * | 2017-07-28 | 2020-11-04 | 日立建機株式会社 | Dump truck braking system |
| DE102018102764A1 (en) | 2018-02-07 | 2019-08-08 | Haldex Brake Products Aktiebolag | Brake system for a commercial vehicle, compressed air treatment unit and use of a compressed air conditioning unit |
| DE102019114270A1 (en) * | 2019-05-28 | 2020-12-03 | Wabco Gmbh | Electronically controlled pneumatic brake system with two single-channel axle modulators and ABS valves as well as the vehicle with such a brake system |
| CN110529591B (en) * | 2019-06-28 | 2021-09-03 | 苏州东风精冲工程有限公司 | Locking mechanism of P-gear hydraulic parking actuator of automobile gearbox and speed reducer |
| DE102019118895A1 (en) * | 2019-07-12 | 2021-01-14 | Knorr-Bremse Systeme für Nutzfahrzeuge GmbH | Parking brake device for a utility vehicle |
| EP3798072B1 (en) * | 2019-09-26 | 2021-10-13 | Haldex Brake Products Aktiebolag | Brake system for a commercial vehicle |
| CN114734971B (en) * | 2022-04-29 | 2023-05-09 | 三一电动车科技有限公司 | Vehicle brake control system, control method and vehicle |
Family Cites Families (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB9619535D0 (en) * | 1996-09-19 | 1996-10-30 | Wabco Automotive Uk | An air drier |
| DE10004086C2 (en) | 2000-01-31 | 2001-12-06 | Knorr Bremse Systeme | Brake system for vehicles, in particular commercial vehicles |
| US6601926B2 (en) * | 2001-08-21 | 2003-08-05 | Caterpillar Inc | Air reservoir for air brake system |
| US7117896B2 (en) * | 2003-08-08 | 2006-10-10 | Bendix Commercial Vehicle System Llc | Air system module including reservoir and mounting structure |
| US7637985B2 (en) * | 2006-03-30 | 2009-12-29 | Bendix Commercial Vehicle Systems Llc | Dry compressed air supply module |
| CN100422015C (en) * | 2006-10-13 | 2008-10-01 | 吉林大学 | Pneumatically braking anti-lock brake system for mixed powered automobile |
| CN201525371U (en) * | 2009-11-17 | 2010-07-14 | 东风汽车公司 | Air brake system with low pressure safety protection |
| DE102011050064A1 (en) * | 2011-05-03 | 2012-11-08 | Frauenthal Deutschland Gmbh | Container for receiving a pressurized medium such as air with two chambers. |
-
2014
- 2014-06-18 DE DE102014108555.8A patent/DE102014108555A1/en not_active Ceased
-
2015
- 2015-06-11 EP EP15729422.4A patent/EP3157788A1/en not_active Withdrawn
- 2015-06-11 WO PCT/EP2015/063001 patent/WO2015193159A1/en active Application Filing
- 2015-06-11 BR BR112016029346A patent/BR112016029346A2/en not_active Application Discontinuation
- 2015-06-11 CN CN201580044142.0A patent/CN106660536B/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| WO2015193159A1 (en) | 2015-12-23 |
| CN106660536A (en) | 2017-05-10 |
| EP3157788A1 (en) | 2017-04-26 |
| BR112016029346A2 (en) | 2017-08-22 |
| DE102014108555A1 (en) | 2015-12-24 |
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