• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a set of valves (7) for a trailer brake system (1) of a utility vehicle. The valve assembly (7) has a supply port (15), a spring-loaded accumulator port (28) and a hand-operated member (38). An emergency braking and / or decoupling function integrated in the valve assembly (7) automatically causes the spring-loaded accumulator to be purged from the supply port when the supply port is depressurized. According to the invention, the only hand-operated member (38) can be operated with the supply port (28) pressurized or depressurized to purge or apply pressure to the spring-loaded accumulator door. With this, the hand-operated member (38) can be used in a multifunctional way, as it provides both a parking function for a conventional parking valve and a release function for a conventional release valve.
    公开号:BR102012022618B1
    申请号:R102012022618-9
    申请日:2012-09-06
    公开日:2021-04-06
    发明作者:Georg Sulzyc；Georg Engel；Helmut Maltry
    申请人:Haldex Brake Products Aktiebolag；
    IPC主号:
    专利说明:

    [0001] The invention relates to a set of valves for a trailer brake system for a utility vehicle. In addition, the invention relates to a trailer brake system with such a set of valves. TECHNICAL STATUS
    [0002] DE 697 05 978 T2 publishes a trailer brake system with more than one single unit that is connected to each other by means of pneumatic conductors. Service brake chambers of combined brake cylinders are operated according to a brake control pressure by a brake coupling head, which acts on a relay valve. A level regulating valve is connected between the head of the brake coupling and the relay valve, which adjusts the brake control pressure according to the load. The relay valve is provided with compressed air, which comes according to the position of a purge valve on a supply or container coupling head. The purge valve automatically takes a position, with the supply coupling head attached, in a position, in which the relay valve is supplied with compressed air by the supply coupling head. In the event of a disconnection of the supply coupling head, a break in the conductor, among others, the purge valve can be manually switched to another operational position, in which the relay valve is supplied with compressed air from the container, in order to so that for a maneuver of the trailer by means of this switching and the pressure of the container it can be simulated that the supply coupling head is connected to a vehicle. The relay valve contains an emergency brake function which results in the service brakes of the combined brake cylinder being applied for emergency braking. In addition to the bleed valve, it can be actuated manually on the trailer brake system by means of a parking valve. The parking valve is connected, by means of an alternating valve and a valve a quick release valve, with spring-loaded brake chambers of the combined brake cylinder. An alternator valve inlet is connected in this case with the parking valve, while another alternator valve inlet is connected with the relay valve and is pressurized, which acts in the spring-loaded brake chambers of the combined brake cylinder. The outlet is connected to a quick release valve control port. By means of the manually operated parking valve, it is possible to intentionally perform ventilation and bleed of the spring brake chambers, so that by means of the spring-activated parking brake, a braking force can be induced and eliminated of parking. The so-called alternating valve here prevents the addition of braking forces to the combined brake cylinders by applying simultaneous loading of the service brake chambers and the spring-loaded brake chambers. DE 697 05 978 T2 clarifies the problems and risks that can arise when the parking valve can only be transferred by manual actuation in the parking position with the spring brake chambers purging, which is associated with an unwanted rollover of the entire road train or with an uncontrolled pressure from the trailer alone, with which the driver can be trapped between the tractor vehicle and the trailer, which can lead to death, in the worst case. In view of this knowledge, DE 697 05 978 T2 proposes that the parking valve be automatically transferred into the parking position with the spring-loaded brake chambers purged, when the supply coupling head is depressurized, mainly as a result of a vehicle shutdown tractor. For this, load is applied to a parking valve unit in a second valve position, in which the parking valve port connected to the spring-loaded brake chambers is associated with a purge. For the valve unit without force, with the exception of the spring, the parking position of the parking valve is thus automatically taken. In contrast to this, a first position of the valve can be caused by applying spring force, in which the port of the parking valve that is connected to the spring-loaded brake chambers, is connected to a port that is connected to a trailer container. With sufficient loading of the container with compressed air, the parking valve in the first position of the valve ventilates the spring-loaded brake chambers. The first position of the valve can be induced by means of positioning forces that act against the spring. The parking valve has another port, which is connected to the supply coupling head. This port is made pneumatically with the valve body in such a way that the pressure present in the supply coupling head, in the second position of the valve, does not exert any positioning force on the valve body, whereas in the first position of the valve, the pressure present in the supply coupling head acts on an area of the piston assigned to the valve body to generate a positioning force that acts against the spring. If the valve body is in the second position of the valve, which in this case corresponds to the parking position, due to the pressure compensated pressure effect on the supply coupling head, the release of the parking valve may only be possible if manual positioning forces are applied to the actuator of the parking valve. In the first position of the valve thus induced, which correlates with the released parking brake, the pressure in the supply coupling head acts in such a way on the piston area of the valve body that this position is maintained, without spring can push the valve body back into the second position of the valve with the lack of manual actuation forces. However, the invasion of pressure in the supply coupling head as a result of uncoupling of the trailer has the consequence that the positioning force, which is generated in the piston area, is canceled, whereby the spring is automatically transferred to the body of the piston. valve from the first position of the valve to the second position of the valve. With this, it is possible that, in order to activate the parking brakes with the decoupling of the tractor vehicle, the actuation organ does not need to be manually activated by the driver. It is evident that by means of manual actuation by the driver of the actuating organ, with the tractor vehicle disconnected, the parking brake can also be released. A trailer maneuver without the towing vehicle, however, requires the driver to activate both the release valve and, for the duration of the maneuver process, apply positioning force on the positioning valve to keep it in the first position of the valve.
    [0003] The patents DE 10 2007 053 764 B4 and DE 10 2007 053 767 B3 describe below that the arrangement of both the relay valve and the parking valve, with a pneumatically operated unit, which causes the switching of the relay valve or the valve valve for a depressurized supply coupling head, can be problematic in the presence of an emergency braking situation, where both the trailer braking valve automatically applies the service brakes and the parking valve takes the second position of the valve, whereby mainly a controlled braking with ABS system can be compromised. The aforementioned patents of the declarant propose measures to prevent, for tractor vehicles in motion in an emergency braking situation with reduction or total pressure drop in a supply coupling head, the automatic purging of the spring-loaded brake chambers by means of the parking valve die automatische, with ο which must enable a braking process controlled by the service brake cylinders. On the other hand, a modification of the parking valve is proposed in such a way that the parking valve remains only in the first position of the valve, when an air suspension system of the utility vehicle is in a ready state to operate, precisely when a suspension a air is properly charged.
    [0004] DE 37 03 536 Al publishes a switching valve with a single hand-operated member, which is designed with a valve body in the form of a sliding valve. For a connected supply coupling head and without the emergence of an emergency braking situation, the slide valve can be manually moved to a first or a second position of the valve for ventilation or purging of a spring-operated parking brake. If the pressure is interrupted in the supply port of the switching valve due to a trailer decoupling or in an emergency braking situation, the valve body is automatically transferred to the second position of the valve, in which the parking brake is activated by spring is triggered by purging a spring-loaded accumulator door from the switching valve. This automatic switching takes place by means of an emergency brake piston, which is slidably inserted in front of the valve body. For automatic switching, the emergency brake piston is arranged in a safety ring of the valve body, so that the movement of the emergency brake piston is coupled with the movement of the valve body and the emergency brake piston takes with the valve body from the first valve position in the second valve position. For disconnected trailers or after emergency braking, a trailer maneuver can take place, in which the valve body is transferred from the second valve position to a third valve position different from the first valve position. Operating the switching valve with three possible positions of the valve and thus also three possible positions of the actuating member is complicated, since the valve body and thus the actuating member for a trailer maneuver requires different valve positions according to whether the supply port is pressurized or not. In addition, sliding the emergency brake piston into the valve body can be costly and requires ample installation space.
    [0005] DE 19 42 066 Al publishes a trailer brake system in which a parking valve is used cumulatively, here a level hand brake valve and a manually operated switching valve.
    [0006] DE 38 44 382 publishes a valve arrangement for an emergency and parking brake system, in which a control lever is manually operated. Other states of the art are known from DE 10 2008 018 470 Al, DE 24 35 243 B2 and DD 76 396 B3. TASK OF THE INVENTION
    [0007] The invention has the task of proposing a simplified set of valves for a trailer brake system of a utility vehicle as well as a trailer brake system with a set of valves of this type that is designed in a simple and compact way, provides a function emergency brake and / or decoupling and / or simplifies manual actuation by the driver, without impairing operational safety. SOLUTION
    [0008] The task of the invention is solved, according to the invention, with the characteristics of the independent claims. Other preferred arrangements according to the invention are to be removed from the dependent claims. DESCRIPTION OF THE INVENTION
    [0009] -pode ser formado com inúmeros elementos estruturais singulares, conectados uns aos outros por meio de conexões por condutores, -projetado com uma carcaça em comum como um módulo único ou também -ser projetado modularmente, onde cada módulo individual pode estar inserido um no outro ou em uma carcaça comum ou ligado um ao outro por flanges. The invention relates to a set of valves for a utility vehicle trailer brake system, this group of valves being -can be formed with numerous singular structural elements, connected to each other by means of connections by conductors, -designed with a common housing as a single module or also -be modularly designed, where each individual module can be inserted into each other or in a common housing or connected to each other by flanges.
    [0010] The set of valves according to the invention has supply ports, through which it is supplied with compressed air, preferably by means of a coupling head for supplying the tractor vehicle. In addition, the valve assembly has a spring-loaded accumulator door, which is connected indirectly or directly with at least one spring-loaded parking brake. By means of a manual override, a user can act voluntarily on the operational status of the valve set. The emergency braking function and / or an uncoupling function are integrated in the valve set. The emergency braking function is used to induce emergency braking when the supply port is not filled or is not sufficiently filled with compressed air, especially in the event of a rupture in the supply coupling head or the supply conductor corresponding. The decoupling function likewise leads to an automated brake application when the trailer is decoupled from the tractor.
    [0011] In the European standard ECE R 13, the following is specified for trailer brake systems: "On all trailers, which need to be equipped with a service brake system, parking braking must also be guaranteed if the trailer is separate from the towing vehicle. The parking brake system must be able to be operated by a person close to the vehicle. vehicle ... The expression "actuate" also covers the release of the brake. " "In the case of trailers that have a device that allows the pneumatic drive to be switched off other than the parking brake system, that device must be designed in such a way that it must return to its normal position at the latest when the trailer is refueled. again with compressed air. "
    [0012] The two aforementioned prescriptions present transcripts of the requirement for mandatory use of a parking valve for manual activation of the parking brake system on the one hand and, on the other, for a release valve with automatic introduction of the release position with air replenishment. trailer. However, the mandatory requirement to enter the release position of the release valve with trailer coupling can lead to a disturbance of operational safety if the driver forgets to place the parking valve in the parking position for the coupling process, therefore, with the trailer coupling, there are no brakes and, if necessary, it will be insured by the tractor vehicle.
    [0013] Against this background, the invention explores the knowledge that the release valve in accordance with the legal prescription above is only mandatory when the device, which allows the pneumatic actuation of a system other than the parking brake system to be turned off, is the parking brake. the emergency brake function is performed by means of the service brake. Divergently, the invention proposes that by means of the valve set the emergency braking and / or decoupling function in the case of a depressurized supply port is automatically induced to purge the spring-loaded accumulator door, so that the brake function emergency and / or decoupling is guaranteed by means of the spring-loaded parking brake. According to the invention there is no cumulative use of a parking valve and a release valve with a manually operated member, respectively. The valve set actually has a single hand-operated member, which is designed as desired, for example as a switch, swing arm and, in particular, as a sliding valve. Through the use of only a single actuating element, the handling of the valve set and with this the operational safety can be significantly increased, since the driver must only actuate for the introduction of a desired operational position of the trailer brake system only one manual override. In addition, the actuating member has diverging from the valve set according to DE 37 03 536 Al only two operating positions, which (regardless of whether the supply port is ventilated or whether the purge has been carried out) correlate with a clear assignment with ventilation or purging of the supply port, resulting in a simple and safe actuation for the driver. The only hand-operated member can be operated in this case within the scope of the present invention, either through the pressure-powered feed port, that is, with a motionless coupled tractor vehicle, or with a depressurized feed port, that is, with an uncoupled tractor vehicle or after an emergency braking as a result of a rupture of the supply coupling head or the supply conductor, a pressure application or spring-loaded accumulator door bleeding may occur, according to the driver's wishes. Formulated in another way, the only hand-operated member is responsible for what in the use of both a parking valve and a release valve according to the state of the art to guarantee a parking function and a release function would be Two manual actuating parts are required.
    [0014] It is possible for the manual override to maintain the operating position selected once by the driver or, in exceptional operational situations, for example, with a trailer coupling to the tractor vehicle, leave the position again automatically. For a special arrangement of the invention, the only hand-operated member has at least a dead-man function for the purged feed port. This means that an operating position of the hand-held member will only be maintained if the driver applies positioning forces on the hand-held member. If these positioning forces are no longer present, the hand-operated member (and a valve body possibly coupled here) is automatically transferred to another operational position. This is especially advantageous if the dead-man function is designed in such a way that the hand-operated member can be transferred, by means of the manually applied positioning forces, into an operational position, in which the spring-loaded accumulator door is ventilated, that is, the spring-loaded parking brake is released. If the feed port is pressurized at that time, the hand-operated member can remain in that selected operating position. If, on the other hand, the feed port is depressurized, that is, the trailer is not attached to the towing vehicle, the dead-man function causes the manual actuator to return and thereby a valve body in another position. operation, in which the spring-loaded accumulator door is purged. With this, the dead-man function ensures that, for decoupled trailers without manual actuation of the actuating member, the spring-activated parking brake is active, that is, the trailer is braked by means of the spring-operated parking brake. If, on the other hand, a towing maneuver is to be performed, the hand-operated member must be switched by applying positioning forces by the driver and kept in the switched operating position, so that the driver also possibly needs to move with the maneuvered trailer.
    [0015] The aforementioned "dead-man function" can be particularly advantageous when the driver is detained during the operation of the manual override or for reasons of another emergency case, he can no longer apply a driving force over the override, with which then guarantees a defined state of the trailer, specifically a spring-loaded parking brake. Another possible risk may be that children playfully activate the trailer's brake system and thereby release the spring-loaded parking brake. If they are startled by the movement of the vehicle, their hands will be removed from the actuating organ, with which the vehicle will then be immobilized again by means of the "dead-man function" mentioned.
    [0016] There are several possibilities for the constructive arrangement of the valve set. According to a proposal of the invention, there is a valve body that is actuated by the hand-operated member. Preferably the valve body is fixedly coupled with the hand-operated member. In a first position of the valve, it connects the spring-loaded accumulator door with a container door, in such a way that, (with sufficiently filled container) in the first position of the valve, the spring-operated parking brake is released, which correlates with the maneuver position or running position. On the other hand, the valve body connects, in a second position of the valve, the spring-loaded accumulator door with a bleed door, which corresponds to an emergency braking, decoupling or parking position, for which it is the spring-loaded parking brake is purged and activated. By means of the manual actuation of the actuating member, the spring-loaded accumulator parking brake can be activated and released by means of the valve body.
    [0017] Optionally, another influence of the valve position of the valve body may occur in addition to the manual actuation in the desired manner, for example, through the application of magnetic positioning forces and / or pneumatic or electropneumatically pre-controlled forces. In another arrangement of the invention, a switching valve body is present. In a first position of the switching valve, this switching valve body does not exert any positioning force on the valve body, while the switching valve body in a second position of the switching valve applies a load on the valve body. towards the second position of the valve or fix it in that position. If the second position of the switching valve is correlated with the depressurized supply port, decoupling or an emergency braking situation results in a switching of the switching valve body from the first position of the switching valve to the second position of the valve switching mechanism, with which the valve body takes the second position of the valve and the spring-loaded accumulator door connects to a purge door, with which the spring-loaded parking brake is automatically activated for a brake function. emergency or for uncoupling the trailer.
    [0018] In another arrangement of the invention, the first position of the switching valve as well as the second position of the valve is stable in the first position of the switching valve. If the supply port is depressurized, the driver can select at random whether the spring-loaded parking brake is applied or released, where a position of the selected valve is then maintained. A safety function for this arrangement of the invention is only effective in the second position of the switching valve in such a way that the second position of the valve is stable, that is, the position of the valve with spring-loaded parking brake is stable, while the first position of the valve with released spring-loaded parking brake is only taken if and for the time that the manual actuation forces are being exerted on the manual actuation member.
    [0019] There are several possibilities for influencing the switching valve body. According to a proposal of the invention, the switching valve body is formed with an integral emergency braking piston or supported on it or supported. The emergency braking piston has a piston area that applies a force against the actuation of a spring with pressure on the supply port. As a result, the operating position of the switching valve body or the positioning forces, which act on the switching valve body, are dependent on whether the supply port is pressurized or depressurized.
    [0020] According to another proposal of the invention, the spring-loaded accumulator port in the first valve position of the valve body is connected to a container port by means of an open check valve in the direction of the spring-loaded accumulator port. This non-return valve can ensure a release pressure in a spring brake chamber in return for a possibly short invasion of pressure in the container port and thus in the container, as this may be the case, for example, in a braking system. continuous, strongly modulated or repetitive ABS service. Despite the safety action of the non-return valve, the release pressure in the spring brake chamber can be purged automatically in an emergency braking or decoupling situation and / or manually by actuating the actuating organ to the commutator the body of the valve in the second position of the valve.
    [0021] As mentioned earlier, the valve assembly can be designed as a valve unit. In the arrangement below, this set of valves is modularly designed. To mention just one example for such an arrangement, the valve unit can have a pressure safety module, in which, for example, a non-return valve is arranged that opens towards the spring-loaded accumulator door and / or a non-return valve through which the container of the feed port is fed. In addition, a drive module can be employed in the valve unit, which allows the driver, by means of a manual override, to manually override. For example, the drive module may have the valve body and / or the switching valve body. The drive module preferably incorporates the emergency braking function and / or the decoupling function. In this case, the pressure safety module and the drive module can be connected to each other by flanges, and with the connection by flanges, pneumatic connections by conductors between these modules can also be generated and sealed.
    [0022] In another arrangement of the invention, the hand-operated member or a valve body actuated by it can be switched by means of an electric actuation signal from or a second valve position, in which the spring-loaded accumulator door is purged, in one or the first position of the valve, in which the spring-loaded accumulator door is ventilated. Through this electric drive signal, switching can be induced, especially for towed trailers, by means of a suitable control unit or a switch, remote control, among others, with which the spring-loaded parking brake is released, therefore , readiness for driving is induced. For other valve assemblies, especially for descent and elevation valve assemblies, such a function is also called the "Reset-to-Ride" function, which is integrated according to the invention also in the present valve assembly. To cite just a few examples, the driver can induce readiness for running-in operation by means of a control device in the driver's cab or elsewhere on the tractor vehicle or trailer when he wants to leave. It is also possible that the imminent start of driving will be recognized automatically, especially by recognizing the driver's door opening, recognizing the driver's seat occupancy, activating the ignition, activating a brake or accelerator penalty for the first time, presence of a brake light signal, among others.
    [0023] It is also possible that for the use of an automatic coupling system, for which the trailer is automatically coupled with the tractor vehicle with the approach of the tractor vehicle in reverse, with automatic recognition of the tractor vehicle coupling, the transfer of the tractor is induced. valve body in the first position of the valve. This may mean that the driver automatically engages the tractor vehicle in the trailer and then the trailer spring-loaded parking brake is automatically released, so that the driver controls the coupling process by reversing and can start the vehicle then, without having to leave the driver's cab or requiring other operators to release the spring-loaded parking brake. With regard to other possible details for triggering and executing this "Reset-to-Ride" function, the declarations indicate the provisions in accordance with the patent registration DE 10 2008 060 912 Al.
    [0024] The generation of the electric drive signal as well as the influence of the valve position by means of the electric drive signal can be carried out in several ways. For a specific suggestion of the invention, the actuating member or the valve body is switched by means of a pneumatically controlled pressure from the second position of the valve to the first position of the valve according to the electrical actuation signal. The pneumatically operated pressure is controlled in this case by means of a solenoid valve, which is activated by the electric actuation signal. In this case, the solenoid valve can directly generate the pneumatic control pressure or be used to pre-command another valve that will then generate the pneumatic control pressure.
    [0025] The valve set according to the invention can be used in a pneumatic trailer brake system. In this case, it is possible that in an emergency braking or decoupling situation, the total braking force is generated by the spring-loaded parking brake. By means of other measures, not described or represented here in greater detail, a service brake can also be applied in advance for sufficient pressure in a container, in an emergency braking or decoupling situation, by means of which it can a gradual and also modulated braking process can be provided.
    [0026] In the preferred arrangement, an alternating valve is used in the trailer's pneumatic brake system. A first inlet of the alternating valve is connected to the spring loaded accumulator port of the valve assembly. A second input is connected to a service brake conductor leading to the service brake chambers. An alternator valve outlet applies a load to the spring-loaded brake chamber. In this way, it is possible to prevent the combined brake cylinder from being overloaded, which can also be called the "Anti-Compound" function.
    [0027] The present invention proposes for a preferred embodiment of the trailer brake system that the outlet of the alternating valve is connected to the spring-loaded brake chamber by means of a quick purge valve. In this way, despite the possible small cross-sections of the valve of other pneumatic elements of the trailer brake system, especially of the valve assembly, a large cross-section of bleeding, with which a quick bleeding of the parking brakes is possible. spring-loaded and thus a quick activation of the spring-loaded parking brakes.
    [0028] In another embodiment of the invention, a valve unit is formed with a brake control device, especially an EBS control unit (electronic brake system), an alternating valve and / or a quick purge valve. For example, such a valve unit may have a control port for a brake control conductor, which is connected to the brake coupling head, a service brake port, which is connected with a service brake chamber. , a spring-loaded brake port, which is connected to the spring-loaded brake chamber, a spring-loaded accumulator port, which is connected to the spring-loaded accumulator port of the valve assembly, and a power port, which is connected to a trailer brake system container. For example, the valve assembly mentioned initially, which features a drive member, is designed with a valve unit, while the brake control device, the alternating valve and / or the quick purge valve form another valve unit. .
    [0029] Other advantageous formations of the invention result from the claims of the patent, the description and the drawings.
    [0030] The advantages described in the introduction to the description of the characteristics and combinations of characteristics are only examples and can be used in an alternative or cumulative way, without the advantages having been necessarily removed from the forms of execution according to the invention. Without changing the purpose of the attached patent claims, the following applies to the content of the publication of the original registration and patent documents: other characteristics must be removed from the drawings - mainly from the presented geometries and the relative dimensions of more than one component in relation to the other as well as their relative disposition and operational interactions. The combination of characteristics of different embodiments of the invention or characteristics of different patent claims is also possible differently from the selected interactions of the patent claims and is encouraged here. This also refers to those characteristics, which are illustrated in separate drawings or which are mentioned in the descriptions of the drawings. These features can also be combined with features of different patent claims. Likewise, the features specified in the patent claims can be dispensed with for other embodiments of the invention. SHORT DESCRIPTION OF THE FIGURES
    [0031] In the following the invention is described in more detail on the basis of the figures of preferred embodiments shown. Fig. 1 shows a trailer brake system with a set of valves for a trailer decoupled by the towing vehicle and a spring-activated parking brake. Fig. 2 shows the trailer brake system according to Fig. 1 for the trailer coupled to the towing vehicle and spring-loaded parking brake. Fig. 3 shows the trailer brake system according to Figs. 1 and 2 for the trailer decoupled from the tractor vehicle for spring-loaded parking brake released as a result of and during a manual actuation of a drive unit of the drive assembly. valves. Fig. 4 shows another trailer brake system according to the invention with a set of valves, in which a Reset-to-Ride function is provided by means of a solenoid valve actuated according to an electrically actuated signal. DESCRIPTION OF THE FIGURES
    [0032] Fig. 1 schematically shows a brake system for trailer 1 of a utility vehicle. The trailer equipped with the trailer 1 brake system forms a road train together with a tractor vehicle. Pneumatic coupling between the trailer and the towing vehicle takes place by means of a supply coupling head 2, by means of which the trailer brake system 1 is fed by the towing vehicle with a supply pressure, as well as a coupling head. brake 3, by means of which a brake command pressure is applied to the trailer brake system 1, which correlates with the activation of the tractor's brake pedal by the driver. The trailer brake system 1 is, at least, on some axles equipped with a combined brake cylinder 4 with a spring-loaded parking brake 5 and a service brake 6. It is clear that the trailer brake system 1 has normally more than the combined brake cylinder 4 illustrated, and axles can also be equipped with service brakes 6 and / or spring-loaded parking brakes 5. The pneumatic conductors for ventilation and bleeding represented by the parking brakes spring-loaded 5 and service brakes 6 can be formed with appropriate branches.
    [0033] The trailer brake system 1 has a first set of valves 7 as well as a second set of valves 8, which are formed here as valve units 9, 10. It is also entirely possible that individual pneumatic elements of the valve sets 7, 8 are formed as single devices coupled with each other by means of connecting cables. The trailer brake system 1 also has a container 11, by means of which the spring-loaded parking brake 5 and / or the service brake 6 can be supplied directly or indirectly with compressed air. Another container 12 is also supplied by means of the valve unit 9 with compressed air. The container 12 is assigned to a secondary consumer circuit.
    [0034] According to Fig. 1, the valve unit 9 is modularly formed with a pressure safety module 13 and a drive module 14. The pressure safety module 13 and a drive module 14 are connected to each other by flanges to form the valve unit 9. The pressure safety module 13 has a supply port 15, which is connected directly with the supply coupling head 2. The pressure safety module 13 also has a container port 16 , which is directly connected pneumatically with the container 11, as well as a port of the container 17, which is directly connected pneumatically with the container 12. The pressure safety module 13 also has two connections 18, 19, by means of of which the pressure safety module 13 communicates pneumatically with the drive module 14.
    [0035] The feed port 15 is directly connected to port 18. Furthermore, the feed port 15 is connected by means of a branch 20 and a check valve 21 to a port of the container 16 and through it connected to the container 11. The feed valve check 21 opens with a pressure difference between the feed port 15 in the direction of the container door 16, while the check valve 21 prevents the supply coupling head 2 from being decoupled from purging the container 11 by means of the container port 16, check valve 21, branch 20 and feed port 15. Between the check valve 21 and the feed port 16 a branch conductor 22 is derived, which is fed by the container 11 with air compressed. The branched conductor 22 is connected to port 19 by means of a check valve 23 open towards port 19. From the branched conductor 22, a branched conductor 24 is derived again, which is connected by means of an overcurrent valve or an overflow valve. pressure safety 25 with the container port 17 and through it connected to the container 12 for the secondary consumer circuit.
    [0036] By means of the flange connection of the drive module 14 to the pressure safety module 13, the connections 18, 19 of the pressure safety module 13 are connected pneumatically to the corresponding ports 26, 27 of the drive module 14. The drive module 14 has a spring-loaded accumulator door 28. In a housing 29 of the drive module 14, a valve body 30 is inserted into a hole 31 sliding in the direction of a longitudinal axis and drive 32. The valve body 3 0 forms a sealing edge 33 and a control edge 34, which conventionally delimit a control chamber 35 in the axial direction. The control chamber 35 is delimited radially on the inside by the valve body 30 as well as radially on the external side through the orifice 31 of the housing 29. The valve body 30 forms an actuating plunger 36. The actuating plunger 36 is passed through a through hole 37 of the housing 29 and has at the end ex it has an actuating member 38, here an actuating button. On the side facing the actuation button 38, the orifice 31 flows into a switching valve chamber 39, which is connected to a purge port 40. The switching valve chamber 39 is subdivided by means of a switching valve piston 41 in a spring chamber 42, connected to vent port 40, and a control valve control chamber 43. The control chamber of the switching valve 43 is pneumatically connected to port 26, so that finally in the control chamber of the switching valve 43 the pressure in the supply port 15 as well as in the supply coupling head 2 predominates. 0 piston of the switching valve 41 is an integral part of a switching valve body 44, welcher sich unter radialer Abdichtung teilweise in die Bohrung 31 erstreckt. The switching valve body 44 is supported by means of a spring 45 in a spring chamber lining 42, which pushes the switching valve body 44 towards the actuating member 38. In the position of the switching valve of the valve body switching valve 44 active in Fig. 1, a front side 46 of the switching valve body 44 is located on the front side of the valve body 30, here adjacent to the control edge 34. In the front side area 46, the body of the switching valve 44 forms a control chamber 47, which is axially bounded by the control edge 34 and is connected pneumatically by means of a radial recess 48 and a through hole 49 oriented in the direction of the longitudinal axis with a control chamber. springs 42 and thus with the purge port 40.
    [0037] The valve unit 10 has a spring-loaded accumulator port 50, which is directly connected to the spring-loaded accumulator port 28 of the valve unit 9. In addition, a spring-loaded brake port 51 of the valve unit 10 is connected directly with the spring-loaded parking brake chamber of the spring-operated parking brake 5, while a service brake port 52 of the valve unit 10 is directly connected with a service brake chamber 6. A feed port 53 of the unit valve 10 is fed directly from the container 11 with compressed air. Finally, a brake control port 54 is directly connected pneumatically to the brake coupling head 3. A control valve 55, an alternator valve 56 and an EBS control unit 57 are arranged in control unit 10. The EBS 57 control unit is powered by the supply port 53 with compressed air. A pneumatic control port 58 of the EBS control unit 57 is charged via the brake control port 54 with the brake command pressure of the supply coupling head 3. Other electrical control connections are preferably also provided in the control unit. EBS 57 control. The EBS 57 control unit controls a gradual and modulated service brake pressure according to the brake control pressure at the control door 58, which is reached via a service brake conductor 59 at the door. service brake 52 and thus service brake 6.
    [0038] The alternating valve 56 has a first inlet 60, which is connected to the spring-loaded accumulator port 50, a second inlet 61, which is connected via a branch conductor 62 to the service brake conductor 59 as well as an outlet 63, which is connected with the quick bleed valve 55, to control the function of the quick bleed valve 55. Depending on the pressure at the outlet 63, the spring-loaded brake door 51 bleeds through the quick bleed valve 55 and with this means the spring-loaded brake chamber of the spring-operated parking brake 5.
    [0039] a)Fig. 1 mostra o sistema de freio do reboque 1 em uma posição operacional, na qual o reboque é desacoplado pelo veículo trator de maneira que as cabeças de acoplamento 2, 3 se encontrem despressurizadas. Uma segurança da pressão no recipiente 11 contra uma purga por meio da cabeça de acoplamento de abastecimento 2 é realizada por meio da válvula de retenção 21. A câmara de controle da válvula de comutação 43 é purgada por meio das portas 18, 26 e da porta de alimentação 15 em razão da cabeça de acoplamento de abastecimento 2 despressurizada, o que tem como consequência que uma área do pistão 66 do pistão da válvula de comutação 41, por meio da qual a câmara de controle da válvula de comutação 43 está delimitada, também é purgada. Com isso atua sobre o pistão da válvula de comutação 41 como força de posicionamento exclusivamente a força da mola 45. A força da mola 4 5 empurra o pistão da válvula de comutação 41 para baixo, sendo que por meio da disposição do lado frontal 46 do corpo da válvula de comutação 4 4 o corpo da válvula 3 0 é levado junto também. Por causa da mola 45 se instaura com isso uma segunda posição da válvula de comutação do corpo da válvula de comutação 44 segunda posição da válvula do corpo da válvula 30, como ilustrado na Fig. 1. Nessa segunda posição da válvula do corpo da válvula 30 a borda de controle 34 do corpo da válvula 30 possui uma porta de controle 64, conectada à porta do acumulador a mola 28, ultrapassada para baixo. Na segunda posição da válvula, a borda de controle 34 separa com isso a porta de controle 64 da câmara de controle 35, na qual entra uma porta de controle 65, que está ligada pneumaticamente às portas 19, 27. Isso tem como consequência que a porta do acumulador a mola 28 está bloqueado em relação ao recipiente 11. Na primeira posição da válvula da porta do acumulador a mola 2 8 são conectados, por meio da porta de controle 64, a câmara de controle 27, o recesso 48 e a perfuração da passagem 49 com a câmara de molas 42 e purgados por meio da porta de purga 40. Isso tem como consequência que por meio da porta do acumulador a mola 50 e a primeira entrada 60 da válvula alternadora 56 (com condutor do freio de serviço despressurizado 59) é purgada também a porta de controle da válvula de purga rápida 55. Isso tem, por fim, como consequência a purga da câmara do freio acionado por mola do freio de estacionamento acionado por mola 5, de maneira que o freio de estacionamento acionado por mola 5 é acionado. Por fim, o sistema de freio do reboque 1 de acordo com a invenção tem como consequência que com o desacoplamento do reboque o freio de estacionamento acionado por mola 5 é acionado. b)Caso seja necessário para uma manobra com reboque desacoplado liberar o freio de estacionamento acionado a mola 5, o motorista deve aplicar forças de posicionamento sobre o órgão de acionamento 38, que deve ser grandes o suficiente para movimentar o corpo da válvula 30 e o corpo da válvula de comutação 44 ligado a ele com seu lado frontal 4 6 para cima contra a carga exercida pela mola 45 na Fig. 1, consulte Fig. 3. Esse movimento tem como consequência que a borda de controle 34 ultrapassa a porta de controle 64. Após essa ultrapassagem as duas portas de controle 64, 65 conduzem, na primeira posição disponível da válvula, na câmara de controle 35, por meio do que as portas de controle 64, 65 são ligadas uma a outra. Essa ligação tem como consequência que a porta do acumulador a mola 2 8 é alimentada com ar comprimido a partir do recipiente 11 por meio da porta do recipiente 16, o condutor ramificado 22, a válvula de retenção 23, as portas 19, 27, a porta de controle 65, a câmara de controle 35 e a porta de controle 64. Por meio da porta do acumulador a mola 50 é aplicado com isso também ar comprimido na primeira entrada 60, que (com condutor do freio de serviço 59 despressurizado) por meio da saída 63 atua também sobre a porta de controle da válvula de liberação rápida 55. Isso tem finalmente como consequência a purga da câmara de freio acionado por mola do freio de estacionamento acionado por mola 5, de maneira que o freio de estacionamento acionado por mola 5 é liberado. Essa liberação do freio de estacionamento acionado por mola 5 ocorre, entretanto, somente enquanto o operador aplicar forças suficientes de posicionamento sobre o órgão de acionamento 38 contra a carga exercida pela mola 45 para manter o corpo da válvula 30 na primeira posição da válvula, na qual a borda de controle 34 ultrapassou a porta de controle 64, de maneira que as duas portas de controle 64, 65 conduzem na câmara de controle 35. c)Fig. 2 mostra uma posição de serviço do sistema de freio do reboque 1, para qual o reboque é acoplado no veículo trator. Nesse caso a cabeça de acoplamento de abastecimento 2 é alimentada com ar comprimido. Por meio da porta de alimentação 15, a válvula de retenção 21 e a porta do recipiente 16 o recipiente 11 pode ser alimentado com o ar comprimido que se origina do veículo trator. Ademais o ar comprimido chega à câmara de controle da válvula de comutação 44 a partir da cabeça de acoplamento de abastecimento 2 por meio da porta de alimentação 15 e a ramificação 20 bem como as portas 18, 26. A rigidez da mola 45 e o tamanho da área do pistão 6 6 são dimensionadas aqui de tal modo que a força de posicionamento que atua na área do pistão 6 6 contra a carga exercida pela mola 4 5 movimente o corpo da válvula de comutação 44 para cima. Com isso o lado frontal 46 do corpo da válvula de comutação 44 se solta do corpo da válvula 30. De acordo cora a Fig. 2 o corpo da válvula 30 se encontra com isso ainda na segunda posição da válvula, na qual a borda de controle 34 separa as portas de controle 64, 65, de maneira que a porta do acumulador da mola 2 8 permanece purgada. Em contrapartida, o corpo da válvula de comutação 44 é movimentado da segunda posição da válvula de comutação, conforme Fig. 1, na primeira posição da válvula de comutação, conforme a Fig. 2. Na posição operacional conforme a Fig. 2 com reboque acoplado, o freio de estacionamento acionado por mola 5 está purgado e, portanto, acionado. d) Como se pode perceber na Fig. 2, com estado acoplado e corpo da válvula 30 na segunda posição da válvula bem como corpo da válvula de comutação 44 na primeira posição da válvula de comutação se resulta em uma distância 67 do lado frontal 46 do corpo da válvula de comutação 44 ao corpo da válvula 30. A distância 67 deve ser de tal tamanho de maneira que o corpo da válvula 30 possa ser transferido da segunda posição da válvula ativa na Fig. 2 para a primeira posição da válvula, como representado na Fig. 3, exercendo-se uma força manual de posicionamento sobre o órgão de acionamento 38. Em razão da distância 67, o corpo da válvula de comutação 44 não exerce nenhuma força de posicionamento sobre o corpo da válvula 30 durante a transferência da segunda posição da válvula para a primeira posição da válvula. Caso seja transferido o corpo da válvula 30 por meio de acionamento manual do órgão de acionamento 38 da segunda posição da válvula, conforme a Fig. 2, para a primeira posição da válvula, conforme a Fig. 3, o corpo da válvula 30 permanecerá na primeira posição da válvula, mesmo se as forças de posicionamento não atuarem mais sobre o órgão de acionamento 38. Na primeira posição da válvula é gerada por meio da câmara de controle 35 uma conexão entre as portas de controle 64, 65, por meio do que o freio de estacionamento acionado por mola 5 é, por fim, liberado por meio de uma aplicação de pressão partindo do recipiente 11. e) Ao contrário é possível também que, com o reboque acoplado, a primeira posição da válvula, conforme a Fig. 3, seja alterada puxando-se o órgão de acionamento 38 para a segunda posição da válvula conforme a Fig. 2, sendo que o corpo da válvula de comutação 44 permanece inalterada na primeira posição da válvula de comutação. Desse modo o freio de estacionamento acionado por mola 5, com o reboque acoplado, pode ser opcionalmente acionado ou liberado. f) Caso a partir de uma posição operacional conforme a Fig. 2 ou Fig. 3 o reboque seja desacoplado ou surja uma situação de frenagem de emergência em razão de uma ruptura da cabeça de acoplamento de abastecimento 2, será realizada a purga da câmara de controle da válvula de comutação 43. Isso tem como consequência que o corpo da válvula de comutação 44 deixa a primeira posição da válvula de comutação, conforme as Fig. 2 e 3, em razão da aplicação de força por meio da mola 45 e é transferido na segunda posição da válvula de comutação, conforme a Fig. 1. Caso isso seja realizado a partir da posição operacional conforme a Fig. 2, o corpo da válvula de comutação 44 sobrepassa somente a distância 67, sem que por meio disso ocorra um movimento do corpo da válvula 30, que se encontra na segunda posição da válvula de comutação. Caso ocorra, pelo contrário, o acoplamento da posição operacional, conforme a Fig. 3, será transferido também o corpo da válvula 30, com o movimento do do corpo da válvula de comutação 44, da primeira posição da válvula para a segunda posição da válvula, conforme a Fig. 1. Se resulta com isso a posição operacional conforme a Fig. 1 sem aplicação de forças de acionamento sobre o órgão de acionamento 38, com o reboque desacoplado ou em uma situação de frenagem de emergência. Fig. 1 and 3 show different operational positions of the trailer 1 brake system, as already described above. The function of the trailer 1 brake system is as follows: a) Fig. 1 shows the trailer brake system 1 in an operational position, in which the trailer is uncoupled by the towing vehicle so that the coupling heads 2, 3 are depressurized. Pressure protection in container 11 against purging by means of the supply coupling head 2 is carried out by means of the check valve 21. The control chamber of the switching valve 43 is purged by means of ports 18, 26 and the port supply 15 due to the depressurized supply coupling head 2, which means that an area of piston 66 of the piston of the switching valve 41, by means of which the control chamber of the switching valve 43 is delimited, also is purged. This acts on the piston of the switching valve 41 as the positioning force exclusively of the force of the spring 45. The force of the spring 4 5 pushes the piston of the switching valve 41 downwards, and by means of the arrangement on the front side 46 of the switching valve body 4 4 the valve body 30 is carried along as well. Because of the spring 45, a second position of the switching valve body of the switching valve 44 is thus installed, second position of the valve body of the valve body 30, as shown in Fig. 1. In this second position of the valve body of the valve 30 the control edge 34 of the valve body 30 has a control port 64, connected to the spring-loaded accumulator port 28, passed downwards. In the second position of the valve, the control edge 34 thereby separates the control port 64 from the control chamber 35, into which a control port 65 enters, which is pneumatically connected to ports 19, 27. This has the consequence that the the spring-loaded accumulator door 28 is locked in relation to the container 11. In the first position of the spring-loaded accumulator door valve 2 8, the control chamber 27, the recess 48 and the perforation are connected by means of the control port 64 from the passage 49 with the spring chamber 42 and purged by means of the purge port 40. This results in the spring 50 and the first inlet 60 of the alternator valve 56 (with depressurized service brake conductor through the accumulator door). 59) the control door of the quick purge valve 55 is also purged. This ultimately results in the spring-loaded brake chamber being purged from the spring-operated parking brake 5, so that the parking brake is applied by spring 5 is triggered. Finally, the trailer brake system 1 according to the invention has the consequence that with the trailer uncoupled the spring-loaded parking brake 5 is applied. b) If it is necessary for a maneuver with an uncoupled trailer to release the spring-loaded parking brake 5, the driver must apply positioning forces on the drive member 38, which must be large enough to move the valve body 30 and the switching valve body 44 connected to it with its front side 4 6 up against the load exerted by the spring 45 in Fig. 1, see Fig. 3. This movement results in the control edge 34 extending beyond the control port 64. After this overflow, the two control ports 64, 65 lead, in the first available position of the valve, in the control chamber 35, whereby the control ports 64, 65 are connected to each other. This connection results in the spring-loaded accumulator port 28 being supplied with compressed air from the container 11 via the container port 16, the branched conductor 22, the check valve 23, the ports 19, 27, a the control door 65, the control chamber 35 and the control door 64. The spring 50 also uses compressed air at the first inlet 60, which (with depressurized service brake conductor 59) is used for this purpose. the middle of the outlet 63 also acts on the control door of the quick release valve 55. This ultimately results in the spring-loaded brake chamber being purged from the spring-operated parking brake 5, so that the parking brake is activated by spring 5 is released. This release of the spring-loaded parking brake 5 occurs, however, only as long as the operator applies sufficient positioning forces on the drive member 38 against the load exerted by the spring 45 to keep the valve body 30 in the first position of the valve, in the which the control edge 34 has passed the control port 64, so that the two control ports 64, 65 lead into the control chamber 35. c) Fig. 2 shows a service position of the trailer 1 brake system, to which the trailer is attached to the towing vehicle. In this case, the supply coupling head 2 is supplied with compressed air. By means of the supply port 15, the check valve 21 and the container port 16, the container 11 can be supplied with compressed air originating from the tractor vehicle. In addition, compressed air reaches the control chamber of the switching valve 44 from the supply coupling head 2 via the feed port 15 and the branch 20 as well as ports 18, 26. The stiffness of the spring 45 and the size of the piston area 6 6 are dimensioned here in such a way that the positioning force acting on the piston area 6 6 against the load exerted by the spring 4 5 moves the switching valve body 44 upwards. As a result, the front side 46 of the switching valve body 44 detaches from the valve body 30. According to Fig. 2, the valve body 30 is thus still in the second position of the valve, on which the control edge 34 separates the control doors 64, 65, so that the spring accumulator door 28 remains purged. In contrast, the switching valve body 44 is moved from the second position of the switching valve, as shown in Fig. 1, in the first position of the switching valve, as shown in Fig. 2. In the operational position as shown in Fig. 2 with coupled trailer , the spring-applied parking brake 5 is purged and therefore applied. d) As can be seen in Fig. 2, with coupled state and valve body 30 in the second position of the valve as well as body of the switching valve 44 in the first position of the switching valve it results in a distance 67 from the front side 46 of the switching valve body 44 to valve body 30. The distance 67 must be of such a size that the valve body 30 can be transferred from the second position of the active valve in Fig. 2 to the first position of the valve, as shown in Fig. 3, using a manual positioning force on the actuating member 38. Due to the distance 67, the switching valve body 44 does not exert any positioning force on the valve body 30 during the transfer of the second valve position to the first valve position. If the valve body 30 is transferred by means of manual activation of the drive member 38 from the second position of the valve, according to Fig. 2, to the first position of the valve, according to Fig. 3, the valve body 30 will remain in the first position of the valve, even if the positioning forces no longer act on the actuating member 38. In the first position of the valve, a connection between the control ports 64, 65 is generated by means of the control chamber 35, by means of which the spring-operated parking brake 5 is finally released by applying pressure from the container 11. e) On the contrary, it is also possible that, with the trailer attached, the first position of the valve, as shown in Fig. 3, is changed by pulling the actuation member 38 to the second position of the valve as shown in Fig. 2, the switching valve body 44 remains unchanged in the first position of the switching valve. In this way, the spring-loaded parking brake 5, with the trailer attached, can be optionally applied or released. f) If, from an operational position according to Fig. 2 or Fig. 3, the trailer is decoupled or an emergency braking situation arises due to a rupture of the supply coupling head 2, the drain chamber will be purged. control of the switching valve 43. This results in the switching valve body 44 leaving the first switching valve position, according to Fig. 2 and 3, due to the application of force through the spring 45 and is transferred in the second position of the switching valve, as shown in Fig. 1. If this is done from the operational position as shown in Fig. 2, the switching valve body 44 overcomes only the distance 67, without thereby causing a movement of the valve body 30, which is in the second position of the switching valve. On the contrary, if the operational position is coupled, according to Fig. 3, the valve body 30 will also be transferred, with the movement of the switching valve body 44, from the first valve position to the second valve position. , according to Fig. 1. This results in the operating position according to Fig. 1 without applying driving forces on the drive member 38, with the trailer decoupled or in an emergency braking situation.
    [0040] If the run-in is to be started from the operational position according to Fig. 2, it is necessary first that the spring-loaded parking brake 5 be released by the driver, when transferring the valve body 30 by means of actuation of the organ drive 38 from the second position of the valve, according to Fig. 2, to the first position of the valve, according to Fig. 3, for which the driver needs to leave the driver's cabin. Fig. 4 shows a modified form of execution for valve unit 9: here the valve body 30 additionally acts on the pressure in a control chamber 68. The control chamber 68 is bounded by the perforation 31, the housing 2 9 and an area of the piston 6 9 of the valve body 30, which is formed here by an annular section of the sealing edge 33 facing the control chamber 68. The control chamber 68 can be vented and vented by means of a solenoid valve 70. For the illustrated execution example, solenoid valve 70 is arranged outside valve unit 9. Solenoid valve 70 is supplied by valve unit 9 through a port 72 with compressed air, which is removed here from the control chamber 4 3 or a pneumatic connection cable 43 to the supply port 15. The solenoid valve 7 0 is controlled by means of an electrical drive signal 71. The electrical drive signal 71 is generated by means of a control unit, not represented here, or u a control unit EBS 57. If the control chamber 68 is vented by means of the electrical actuation signal 71, a driving force will be generated on the surface of the piston 6 9 of the valve body 3 0, which from the operational position shown in Fig. 4, in which the valve body 30 is in the first position, that is, the spring-applied parking brake 5 is purged and thereby applied, and the switching valve body 44 is in the second position of the switching valve, it results in the valve body 30 being moved upwards, so that the distance 67 is crossed and with the position of the switching valve 44 unchanged, the valve body 30 is transferred in the second position of the valve , in which the spring-loaded parking brake 5 is released. In this way, by means of an electric drive signal 71, the ready-to-run state can be generated. The electric drive signal 71 can be generated automatically by means of the desired control unit, for example, when the application of force from the tractor vehicle's power transmission with a propulsion torque, an established movement, the ignition activation is recognized, occupying the driver's seat, among others. It is also possible for the driver to activate the electric trigger signal 71 by means of a remote control, a switch in the driver's cab, among others. It should also be evident that it is completely possible that the solenoid valve 70 is integrated in the valve unit 9, here preferably in the drive module 14.
    [0041] 1 sistema de freio do reboque 2 cabeça de acoplamento de abastecimento 3 cabeça de acoplamento do freio 4 cilindro de freio combinado 5 freio de estacionamento acionado por mola 6 freio de serviço 7 conjunto de válvulas 8 conjunto de válvulas 9 unidade de válvula 10 unidade de válvula 11 recipiente 12 recipiente 13 módulo de segurança da pressão 14 módulo de acionamento 15 porta de alimentação 16 porta do recipiente 17 porta do recipiente 18 porta 19 porta 20 ramificação 21 válvula de retenção 22 condutor ramificado 23 válvula de retenção 24 condutor ramificado 25 válvula de sobrepressão 26 porta 27 porta 28 porta do acumulador a mola 29 carcaça 30 corpo da válvula 31 orifício 32 eixo de acionamento 33 borda de vedação 34 borda de controle 35 câmara de controle 36 êmbolo de acionamento 37 orifício de passagem 38 órgão de acionamento 39 câmara da válvula de comutação 40 porta de purga 41 pistão da válvula de comutação 42 câmara de molas 43 câmara de controle da válvula de comutação 44 corpo da válvula de comutação 45 mola 46 lado frontal 47 câmara de controle 48 recesso 49 orifício de passagem 50 porta do acumulador a mola 51 porta do freio acionado por mola 52 porta do freio de serviço 53 porta de alimentação 54 porta de controle do freio 55 válvula de purga rápida 56 válvula alternadora 57 unidade de controle EBS 58 porta de controle 59 condutor do freio de serviço 60 primeira entrada 61 segunda entrada 62 condutor ramificado 63 saída 64 porta de controle 65 porta de controle 66 área do pistão 67 distância 68 câmara de controle 69 área do pistão 70 eletroválvula 71 sinal de acionamento elétrico 72 porta LIST OF REFERENCE NUMBERS 1 trailer brake system 2 supply coupling head 3 brake coupling head 4 combined brake cylinder 5 spring-operated parking brake 6 service brake 7 set of valves 8 set of valves 9 valve unit 10 valve unit 11 container 12 container 13 pressure safety module 14 drive module 15 power port 16 container port 17 container port 18 door 19 door 20 branching 21 check valve 22 branched conductor 23 check valve 24 branched conductor 25 overpressure valve 26 door 27 door 28 spring-loaded accumulator door 29 housing 30 valve body 31 hole 32 drive shaft 33 sealing edge 34 control edge 35 control chamber 36 actuating plunger 37 through hole 38 actuating member 39 switching valve chamber 40 purge port 41 piston switching valve 42 spring chamber 43 switching valve control chamber 44 switching valve body 45 spring 46 front side 47 control chamber 48 recess 49 through hole 50 spring-loaded accumulator door 51 spring-loaded brake door 52 service brake door 53 power port 54 brake control port 55 quick vent valve 56 alternating valve 57 EBS control unit 58 control door 59 service brake driver 60 first entry 61 second entry 62 branched conductor 63 exit 64 control port 65 control port 66 piston area 67 distance 68 control chamber 69 piston area 70 solenoid valve 71 electric drive signal 72 door
    权利要求:
    Claims (16)
    [0001]
    VALVE ASSEMBLY (7) for a trailer brake system (1) of a utility vehicle with a) a feed port (15), b) a spring-loaded accumulator door (28), c) a hand-operated member (38) and d) an emergency braking and / or decoupling function integrated into the valve assembly (7), by which the spring-loaded accumulator door can be automatically purged (28) due to a supply of depressurized compressed air or not enough of the feed port (15), characterized by e) a valve body (30) can be operated by means of a single hand-operated organ (38) with both the supply port (15) with pressure application and also with the supply port (15) depressurized, for apply a load to the spring accumulator door (28) in a first position of the valve and to bleed the spring accumulator door (28) in a second position of the valve.
    [0002]
    VALVE ASSEMBLY (7), according to claim 1, characterized in that the hand-operated member (38) with the purged feed port (15) is equipped with a dead-man function, which provides, in the absence of manual positioning forces, purging the spring-loaded accumulator door (28).
    [0003]
    VALVE ASSEMBLY (7), according to one of claims 1 to 2, characterized in that a valve body (30), actuated by the hand-operated member (38), which in a first position of the valve connects the port of the valve, is present spring-loaded accumulator (28) with a container port (16) and, in a second position of the valve, connects the spring-loaded accumulator port (28) with a purge port (40).
    [0004]
    VALVE ASSEMBLY (7), according to claim 3, characterized in that a switching valve body (44) is present, which in a first position of the valve does not exert any positioning force on the valve body (30) and , in a second position of the valve, force is exerted on the valve body (30) in the direction of the second position of the valve or the valve body (30) is locked in the second position of the valve.
    [0005]
    VALVE ASSEMBLY (7), according to claim 4, characterized in that, in the first position of the valve of the switching valve body (44), both the first position of the valve of the valve body (30) and also the second position of the valve body valve (30) are stable, while in the second position of the valve of the switching valve body (44) the second position of the valve of the valve body (30) is stable the first position of the valve of the valve body valve (30) will only be maintained as long as manual actuating forces are exerted on the actuating member (38).
    [0006]
    VALVE ASSEMBLY (7), according to claim 4 or 5, characterized in that the switching valve body (44) is formed with an emergency brake piston, especially a switching valve piston (41), which has an area of the piston (66) that applies a force against the actuation of a spring (45) with the pressure in the supply port (15).
    [0007]
    VALVE ASSEMBLY (7) according to one of claims 3 to 6, characterized in that the spring-loaded accumulator port (28) is connected, in the first position of the valve, to a container port (16) by means of a valve lock (28) open towards the spring-loaded accumulator door (28).
    [0008]
    VALVE ASSEMBLY (7) according to one of Claims 1 to 7, characterized in that the valve assembly (7) is designed as a valve unit (9).
    [0009]
    VALVE ASSEMBLY (7), according to claim 8, characterized in that the valve unit (9) is modularly designed.
    [0010]
    VALVE ASSEMBLY (7), according to one of claims 1 to 9, characterized in that the hand-operated member (38) or a valve body (30) actuated by it can be switched by means of an electrically actuated signal ( 71) from or from a second valve position, in which the spring-loaded accumulator port (28) is vented, to the or a first valve position, in which the spring-loaded accumulator port (28) is vented.
    [0011]
    VALVE ASSEMBLY (7), according to claim 10, characterized in that the electric drive signal (71) is generated depending on whether the trailer is coupled with a tractor vehicle.
    [0012]
    VALVE ASSEMBLY (7), according to claim 11, characterized in that the electric drive signal (71) is triggered by an automatic coupling process between the towing vehicle and the trailer.
    [0013]
    VALVE ASSEMBLY (7) according to one of claims 10 to 12, characterized in that the hand-operated member (3 8) or the valve body (30) is switched by means of a pneumatically operated pressure from the second position of the valve in the first position, the pneumatically controlled pressure is controlled by an electrovalve (70), which is activated by the electric actuation signal (71).
    [0014]
    TRAILER PNEUMATIC BRAKE SYSTEM (1) WITH A VALVE SET (7), as defined in one of claims 1 to 13, characterized in that an alternating valve (56) is present, whose first inlet (60) is connected with the door of the spring-loaded accumulator (28), the second inlet (61) is connected to a service brake conductor (59) and the outlet (63) controls the application of load on a spring-operated parking brake (5).
    [0015]
    TRAILER PNEUMATIC BRAKE SYSTEM (1), according to claim 14, characterized in that the outlet (63) of the alternator valve (56) is connected by means of a quick purge valve (55) with the parking brake activated by spring (5).
    [0016]
    TRAILER PNEUMATIC BRAKE SYSTEM (1), according to claim 14 or 15, characterized in that the brake control unit (57), the alternator valve (56) and / or the quick purge valve (55) form a valve unit (10).
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    同族专利:
    公开号 | 公开日
    CN102991493B|2017-08-25|
    EP2567874B1|2015-07-22|
    DE102011053529B4|2014-06-26|
    DE102011053529A1|2013-03-14|
    CN102991493A|2013-03-27|
    BR102012022618A2|2016-02-23|
    HUE027967T2|2016-11-28|
    PL2567874T3|2016-01-29|
    EP2567874A3|2014-04-09|
    EP2567874A2|2013-03-13|
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    法律状态:
    2016-02-23| B03A| Publication of a patent application or of a certificate of addition of invention [chapter 3.1 patent gazette]|
    2017-03-01| B25A| Requested transfer of rights approved|Owner name: HALDEX BRAKE PRODUCTS AKTIEBOLAG (SE) |
    2018-12-11| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2019-12-17| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2021-01-05| B09A| Decision: intention to grant|
    2021-03-09| B09W| Decision of grant: rectification|Free format text: RETIFICACAO DO PARECER DO DESPACHO 9.1 DA RPI2609. |
    2021-04-06| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 06/09/2012, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    DE102011053529.2|2011-09-12|
    DE102011053529.2A|DE102011053529B4|2011-09-12|2011-09-12|Valve assembly for a trailer brake system|
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