• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
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  • 优先权
    • 专利摘要:
    The invention comprises a pneumatic or electric pneumatic braking device (1) of a vehicle, containing at least one source of compressed air (2), which is connected via a protection system (4) to at least one consumer circuit (I, II, III, IV), wherein at least one consumer circuit is a service brake circuit (l, ll) and another consumer circuit is a parking brake circuit (lll), which is connected to a parking brake circuit pressure outlet connection (22) of the protection system (4) and has a protection system (4) which can be connected to the parking brake circuit pressure outlet connection (22). and a parking brake control device (30) operable via an actuator (36) with at least the positions "drive" and "parking brake" and a parking brake control device (30) which can be released by the pressure on and can be retracted by the pressure relief spring bearing brake as a parking brake. The invention provides that in a flow connection (24) between the parking brake circuit pressure outlet connection (22) of the protection system (4) and a pressure inlet connection (44) of the parking brake control device (30), on the one hand through the parking brake control device (44) at the pressure inlet connection (44) ) pressure, controllable and on the other hand only through the actuator (36) of the parking brake control device (30) at least via a part of an adjustment path or an adjusting angle of the actuator (36) between the position "drive" and the position "parking brake" mechanically controllable valve device (26) is which is loaded by the first spring means (48) in a locking position which blocks the flow connection (24) and by the pressure inlet connection (44) of the parking brake control device (30) counteracting the first spring means (48) in a passage position which allows flow (24) wherein the valve device (26) and parking bridge The control device (30) is designed in such a way and cooperates with each other that the valve device (26) at a pressure adjacent to the pressure inlet connection (44) of the parking brake control device (30), which is greater than a predetermined limit pressure or equal to this limit pressure, and the valve device (26) at a pressure corresponding to the parking inlet connection (44) the parking brake control device (30), which is less than the predetermined limit pressure and with the parking brake control device (30) set in the "drive" position via the parking means (36), is switched to the locking position 30) set from the "drive" position in the direction of the "parking brake" position or in the "parking brake" position via the actuator (36), is switched to the transmission position. Fig. 1
    公开号:SE1350914A1
    申请号:SE1350914
    申请日:2013-07-29
    公开日:2014-02-07
    发明作者:Antonio Rapa；Giorgio Andreetta
    申请人:Knorr Bremse Systeme；
    IPC主号:
    专利说明:

    tightened parking brake, there is a risk that the vehicle will roll away. This uncontrolled condition should be avoided in all cases.
    The object of the invention According to what has already been mentioned, the object of the invention is to further form a braking device of the type mentioned in the introduction in such a way that the disadvantages described above are avoided.
    This object is solved according to the invention by the features of claim 1.
    Description of the invention According to the invention it is provided that a) an in a flow connection between the parking brake circuit pressure outlet connection of the protection system and a pressure inlet connection of the parking brake control device is arranged, on the one hand by the pressure control side of the pressure brake connection of the parking brake control device. the parking brake control device is provided at least via a part of an adjusting path or an adjusting angle of the actuator between the "drive" position and the "parking brake" position mechanically controllable valve device, which by the first spring means in a locking position blocking the flow connection and by the parking brake control the first spring means are loaded in a passage position which allows the flow connection, the valve device and the parking brake control device being formed on s in a manner and cooperating with each other that b) the valve device at a pressure corresponding to the pressure inlet connection of the parking brake control device 30, which is greater than a predetermined limit pressure or is the same as this limit pressure (especially independent of the actuator position of the parking brake device), is switched to passage position, and however, at a pressure at the pressure inlet connection of the parking brake control device, which is less than the predetermined limit pressure and with the parking brake control device set to the "drive" position via the actuator, is switched off and only with the parking brake control set from the "drive" position parking brake "or in the" parking brake "position via the control, is engaged in the pass-through position.
    If, on the other hand, the driver of the vehicle, for example due to a leak in a service brake circuit and thereby caused low pressure at the parking brake circuit connection of the protection system, for example at a multi-circuit protection valve, leaves the actuator of the parking brake control device as a parking brake valve "Drive" and leaves the driver's seat, the valve device automatically separates the parking brake control device from the protection system and thus from the compressed air source, so that no compressed air can reach the spring bearing brakes via the parking brake device, to inadvertently release them. Thus, the mechanical forced connection on the control side of the valve device with the actuator of the parking brake control device contributes to too low pressure at the pressure inlet connection of the parking brake control device and at the parking brake circuit pressure outlet connection of the protection system and in any existing parking brake circuit of the parking brake control device, and with the actuator simultaneously set to the "drive" position, no more compressed air can be fed into the parking brake circuit.
    Therefore, on the one hand, the control side of the valve device, compared to a predetermined limit pressure, constitutes a lower pressure at the pressure inlet connection of the parking brake control device and at the parking brake circuit pressure outlet connection of the protection system and in the possible existing parking brake circuit compressed air supply. in the "drive" position, the two criteria or conditions to be met cumulatively, during which the valve device is automatically engaged in the locking position, to prevent a further supply of compressed air into the parking brake circuit and thus an unintentional release of the parking brake and spring bearing brake cylinders.
    Only when the driver sets the actuator of the parking brake device in the direction of the "parking brake" position or completely all the way to the "parking brake" position, whereby the vehicle is kept braked via the then braked and therefore tightened parking brake, is the valve device automatically switched to return position. top up the parking brake circuit and any existing parking brake circuit compressed air supply.
    Only when, after venting or filling the parking brake circuit or parking brake compressed air supply, the pressure has reached or exceeded the predetermined limit pressure, with the actuator set to the "drive" position, the flow connection between the pressure inlet connection of the parking brake control device and the pressure outlet system by means of the valve device, which is again pressure-controlled connected in the flow-through position.
    Consequently, the described measures increase the safety of the braking device.
    The invention is applicable to purely pneumatic but also electric-pneumatic braking devices with pneumatic parking brake circuit.
    A special advantage of the measures according to the invention is also that by actuating a single actuator, namely by the actuator of the parking brake control device, the valve device which blocks or opens the flow connection is also compulsorily co-controlled without, for example, another separate actuator of the valve device having to be actuated. However, an extra or separate actuator for actuating the valve device is not provided.
    Thus, both the valve device and the parking brake control device are operated with a single actuator. This also results in a high level of operational reliability, as incorrect operations are excluded.
    The measures mentioned in the subclaims enable advantageous further trainings and improvements of the invention stated in claim 1.
    Particularly preferably, the valve device comprises a multi-way valve, for example a 2/2-way valve, with a first connection connected to the parking brake circuit pressure outlet connection of the protection system and with a second, directly to the pressure inlet connection of the parking brake control device or to a connection connected to a supply container. and the pressure inlet connection of the parking brake control device and with a valve body movable in a direction of movement, with at least one valve body cooperating with the valve seat, which on the one hand is loaded in the locking position by the first spring means and on the other hand in the passage position by the effect of the second connection. first spring means, the valve body with the actuator of the parking brake control device being mechanically coupled in such a way that the valve body at least when passing through at least a part of the setting path or the setting angle of the actuator of the parking brake control device is lifted up from the valve seat between the "drive" position and the "park" position, thereby placing the valve device in the passage position.
    Accordingly, the valve body of the multi-way valve on the one hand is controlled by force and pressure by the spring means and by the pressure at the other connection of the multi-way valve and is controlled mechanically on the other hand by an actuation technique of the parking brake control device.
    According to a further description, the mechanical coupling between the valve body and the actuator comprises a backstage guide, with a spindle guided in a setback in the direction of movement of the valve body, the stage being operatively connected to the valve body and the pin with the actuator or the set piece with the actuator and pin with the valve body. behind the scenes with the existing actuator of the parking brake control device in the "drive" position allows a free movement of the valve body between the locking position and the passage position. This play enables the valve body to move without hindrance through the mechanical coupling with the actuator of pure spring force and pressure control inside the scenery and between its ends, respectively, in order to "run" the valve body and the multi-way valve in the locked position.
    Particularly preferably, the stage is connected to the valve body and the pin with the actuator via the second spring means, the other spring means being compressible, when a pin striking at one end of the stage and the valve body already placed in the passage position, the actuator of the parking brake control is further set in the "Then, when changing from the position" drive "in the direction of the position" park "through the stop of the pin at the end of the stage, the valve body can take the valve body so far that the valve body is lifted up from the assigned valve seat in the transmission position. However, when the maximum setting path of the valve body has been traversed by the passage position being reached, the actuator is not prevented from being set further in the direction of the "parking brake", since the other spring means are then compressed, without the valve body being adjusted even more.
    A possible alternative to a slide control is any form of mechanical coupling between the valve body of the valve device and the operating member of the parking brake control device.
    Very particularly preferred, the parking brake control device and the valve device are combined into one building unit. For the implementation, the parking brake control device and the valve device can, for example, be housed in a common housing or in a separate housing, the housings being flanged together and having connection openings for exchanging pneumatic and / or mechanical signals. Preferably, the protection system comprises a multi-circuit protection valve, having on the one hand a connection for the at least one service brake circuit and on the other hand the parking brake circuit pressure outlet connection for the parking brake circuit, the multi-circuit protection valve being pressurized by compressed air source in the at least one service brake circuit to a predetermined minimum pressure, the parking brake circuit is vented to a pressure which tightens the parking brake.
    Thus, the safety regulation initially mentioned is complied with.
    The parking brake control device preferably contains a pneumatic parking brake valve controlled by the actuator with the pressure inlet connection and a first pressure outlet connection, which is connected to a release chamber which can be released and retractable for at least one lager spring bearing brake cylinder, whereby the pressure means the pressure outlet connection with the actuator set in the "parking brake" position, whereby the first pressure outlet connection is then connected to a vent.
    In this case, the operating member of the parking brake valve can consist of a tipping lever which can be pivoted about an axis of rotation, which is spring-biased in the "drive" position. According to a further description, the parking brake valve can have at least one double-seat valve with inlet valve seat and outlet valve seat.
    The braking device may in particular be provided or designed for a combined towing vehicle-trailer combination, in which case the parking brake valve in addition to the first pressure outlet connection, connected to the at least one spring bearing brake cylinder of the towing vehicle, has a second pressure outlet connection connected to a trailer. the first and second pressure outlet connections can be vented or vented in parallel in the "drive" and "parking brake" positions of the actuator.
    The parking brake valve can then be a two-position valve with the "drive" and "parking brake" positions or a three-position valve with the "drive", "parking brake" and "test" positions, whereby in the "test" position the first pressure outlet connection is vented and the second pressure outlet connection is vented.
    Further measures which improve the invention are presented in more detail with exemplary embodiments in the following description of the invention and in the drawing. 10 15 20 25 30 35 40 Drawing In the drawing, exemplary embodiments of the invention are presented and explained in more detail in the following description. In the drawing, Fig. 1 shows a schematic view of a pneumatic braking device of a commercial vehicle according to a preferred embodiment of the invention; Fig. 2 is a cross-sectional view of a parking brake valve combined with a valve device in a building unit according to a preferred embodiment; Fig. 3 is a schematic view of a building unit of a pneumatic braking device of a commercial vehicle according to a further embodiment of the invention.
    Description of the embodiments Fig. 1 schematically shows a pneumatic braking device 1 of a towing vehicle of a towing vehicle-trailer combination. The braking device 1 is pressurized by a compressed air supply system 2, which contains, for example, two service brake circuits I and II, a parking brake circuit III and a secondary consumer circuit IV, the two service brake circuits I and II and the parking brake circuit III being part of the brake device. therefore not described in more detail here, compressed air maneuverable side devices, such as door closing system (s), drive gear device, differential locking devices, signal transducers and the like.
    The compressed air supply system 2 contains in a known manner a conventional piston or rotary compressor as a source of compressed air, a pressure regulating device and further devices such as an air dryer.
    The compressed air transported by the compressor 2 with a regulated nominal pressure is supplied first and foremost to a multi-circuit protection valve 4 which serves as a protection system. The multi-circuit protection valve 4 is distribution lines and for each circuit an overflow valve is connected, i.e. a total of four overflow valves 6. The function of the overflow valves 6 is to isolate them from the intact circuits in the event of a defect in one or more circuits and thus keep the intact circuits operational. In this way, the multi-circuit protection valve 4 constitutes a protection system for the brake device 1 produced. More specifically, in the pneumatic brake device 1, a first service brake circuit 1 and a second service brake circuit II with assigned overflow valves 6 and a parking brake circuit 11 with assigned overflow valve 6 are assigned. taken care of. In this case, only the service brake circuits I and II have the same meaning relative to the compressed air source 2, are thus arranged in parallel, while the parking brake circuit III with its overflow valve 6 is connected after the service brake circuits I and II. In required cases, additional circuits with additional overflow valves 6 can also be provided.
    For this purpose, the two service brake circuits I and II are combined via the branches in a point 8, which can be designed as a pressure chamber. In order that no compressed air exchange between the service brake circuits I and II can take place via the said branches, a non-return valve 10 is arranged in each branch, which blocks the flow in the current service brake circuit I, II. Point 8 represents the inflow side 6 of the overflow valve 6 of the parking brake circuit III. If, as in the present case, there is a secondary consumer circuit IV and an overflow valve 6 assigned to it, then in this case the inflow side of this overflow valve 6 is likewise connected to point 8.
    The dotted edge indicates that all the overflow valves 6 and the associated connections, branches and non-return valves 10 are connected in a housing 12 to a multi-circuit protection valve 4.
    Downstream of the overflow valves 6, the consumer circuits are connected to the multi-circuit protection valve 4. The first service brake circuit I, for example a rear axle brake circuit of the towing vehicle, contains for example a separate, to a rear axle brake pressure outlet connection 14 of the multi-circuit protection valve 4 , service brakes at the rear axle and cables required to connect all these members. The service brakes at the rear axle include, for example, an active pneumatic service brake cylinder of a combination cylinder, which also comprises a passive spring bearing cylinder, which is assigned to the parking brake circuit. The service brakes at the front axle, for example, each wheel contains an active pneumatic service brake cylinder of a combination cylinder, which further comprises a passive spring bearing cylinder, which is assigned to the parking brake circuit.
    The second service brake circuit 11, for example a front axle brake circuit of the towing vehicle, contains, for example, a separate front axle storage reservoir 20 connected to a front axle brake circuit pressure outlet connection 18 and here not shown a front axle channel of a service brake valve, pneumatic actuator wires required to connect said means.
    The parking brake circuit 11 contains a compressed air line 24 connected to a parking brake circuit pressure outlet connection 22, in which, seen downstream of the multi-circuit protection valve 4, a valve device for example in the form of a 2/2-way valve 26, a parking brake circuit compressed air supply 28 and a parking brake valve parking brakes not shown here in the form of spring bearing brake cylinders are arranged, which, as already explained above, are components of combi-cylinders.
    In order to connect the parking brake's capillary bearing brake cylinders to the towing vehicle, the parking brake valve 30 has a first pressure outlet connection 32. The parking brakes must be mechanically fixed in brake position and by compressed air-filled release means in the released position. For this purpose, in the present case, the parking brake cylinders are designed as spring bearing cylinders which can be aired for unloading and which can be deaerated for tightening.
    A compressed air connection to a trailer compressed air braking device is also connected to the parking brake circuit III. In addition, the parking brake valve 30 has a second pressure outlet connection 34 for a trailer control valve (not shown here), which inverts the pressure corresponding to the second pressure outlet connection 34, i.e. from a high pressure adjacent to the second pressure outlet connection 34 is produced by means of the low pressure control valve . Coupled to the trailer control valve are active, air-tightening and vent-releasable service brake cylinders of the pneumatic service brake of the trailer.
    This trailer control valve enables in a known and therefore not explained here in more detail the connection of the trailer brake device to the towing vehicle brake device and the co-control of the trailer brakes in the manual or automatic operation of the parking brakes of the towing vehicle.
    The parking brake valve 30 has a combined, by means of an actuator, such as a pivotable operating lever 36 or a linearly operable control damper or control button, manually operable, double seat valve not shown here as venting and venting valve, which deaerates the spring bearing parking brackets and parking cylinders. "drive" mode fills with all the available pressure in the parking brake circuit. From the "parking brake" position to the "drive" position and vice versa, the parking brake valve 30 is set by manually turning the control lever 36, in Fig. 2 from right to left.
    In addition, the parking brake valve 30 is designed so that, when the pressure in the parking brake circuit III drops below a predetermined minimum pressure, which may, for example, result from a pressure drop in one of the service brake circuits I or II or in both service brake circuits I and II, it automatically jumps from position "To the" park "position and can not be reset from there to the" drive "position without the parking brake disc lll previously being filled to at least the said minimum pressure.
    If the parking brake valve 30 can only be set in the "parking brake" and "drive" positions, then it is a question of a so-called two-position valve. Here, however, a so-called three-position valve is preferably used, in which in addition to the functions "parking brake" and "drive" a function "test" can also be helpful, in which the towing vehicle is tested, braked with the parking brake and with the tightened lager spring bearing brake cylinders and unbraked trailer, the coupled towing-trailer combination can be kept braked with only the braked towing vehicle. According to the main idea, the parking brake valve 30 here is therefore designed as a 4/3-way valve with three coupling positions - "drive 38", "parking brake 40" and "test 42", whereby in the schematic view in fi g. 1 each of the positions is symbolized by a corresponding box symbol of the 4/3-way valve.
    The parking brake valve 30 here has four connections, of which one connection is a pressure inlet connection 44, two connections consist of the first pressure outlet connection 32 and the second pressure outlet connection 34 and furthermore a vent connection 46 is present. In this case, the control lever 36 of the parking brake valve is preferably spring biased in the left position "run" in Fig. 2. As already described above, the first pressure outlet connection 32 with releasable and retractable pressure chambers of the spring bearing brake cylinders of the towing vehicle and the second valve outlet is discharged. The 2/2-way valve 26, arranged at the parking brake circuit pressure outlet connection 22 of the multi-circuit protection valve 4 connected to the compressed air line 24, has a passage position shown in Fig. 1, in which it is spring-biased, for example by the first spring means 48. / 2-way valve 26 in direct connection with, for example, the parking brake circuit pressure outlet connection 22 of the multi-circuit protection valve 4. A second connection 52 of the 2/2-way valve 26 is connected to the parking brake circuit compressed air supply 28, which in turn is connected to the pressure inlet connection 44 of the parking brake valve 30. The 2/2-way valve 26 contains a valve body 54 shown in Fig. 2, which moves in a direction of movement, which cooperates with a valve seat 56 and, depending on its position, enables a flow through the 2/2-way valve 26 in a pass-through position or lock in a lock-in position. The valve body 54 of the 2/2-way valve is then on the one hand loaded in the locking position by the first spring means 48 and by the pressure at the second connection 52 of the 2/2-way valve 26 loaded in the passage position, the present pressure also being in the parking brake circuit compressed air supply 28 and at the pressure inlet connection 44 of the parking brake valve 30. In the schematic view in Fig. 1, the second connection 52 of the 2/2-way valve 26 is connected to this by a pneumatic control connection 58 of the 2/2-way valve 26. 2/2-way valve 26 is therefore arranged in the compressed air line 24 between the parking brake circuit pressure outlet connection 22 of the multi-circuit protection valve 4 and the pressure inlet connection 44 of the parking brake valve 30. The 2/2-way valve 26 is pressure controlled on one side of the parking brake valve 30 and the pressure circuit 28 in the parking brake. it at the second connection 52 or at the control connection 58 due to the pressure and is on the other hand mechanically controlled only by the control lever 36 of the parking brake valve 30 at least via a part of a setting distance or an adjusting angle of the control lever 36 between the "drive" position and the "parking brake" position.
    Accordingly, the valve body 54 of the 2/2-way valve 26 is driven by force and pressure on the one hand through the first spring means 48 and by the pressure at the second connection 52 and at the control connection 58 and on the other hand mechanically through the control lever 36 of the parking brake valve 30 and by an actuating mechanism. which is shown in Fig. 2 and explained later. The 2/2-way valve 26 is then designed so that at a pressure at the second connection 52 and at the control connection 58, respectively, which is greater than a predetermined limit pressure or is the same as this limit pressure, is connected in passage position regardless of the position of the control lever 36 at parking brake valve 30. 10 15 20 25 30 35 40 12 On the other hand, the 2/2-way valve 26, at a pressure due at the second connection 52 and at the control connection 58, which is less than the predetermined limit pressure, and with the parking brake valve 30 set the position to "run" Via the control lever 36, engaged in the locking position, and first with the parking brake valve 30 set from the "drive" position in the direction of the "parking brake" position or completely in the "parking brake" position via the control lever 36, engaged in the transmission position.
    As shown in Fig. 2, the parking brake valve 30 and the 2/2-way valve are connected to a building unit with a common valve housing 66. In this case, a mechanical coupling between the valve body 54 of the 2/2-way valve 26 and the control lever 36 of the parking brake valve 30 is preferably in a slide guide 60, with a pin 64 guided in a slide 62 with a slide in the linear direction of movement of the valve body 54. In this case, the slide 62 with the valve body 54 and the pin 64 with the control lever 36 are preferably operably connected. When the control lever 36 of the parking brake valve 30 according to Fig. 2 is in the "drive" position, the play of the pin 64 in the setting 62 allows a free movement of the valve body 54 between the locking position and the passage position. As an alternative to a slide control, any form of mechanical coupling between the valve body 54 of the 2/2-way valve 26 and the control lever 36 of the parking brake valve 30 is conceivable. 2, the 2/2-way valve 26 is in the locked position. For pressure operation, the carbon black and linear body 54 in the valve housing 66 has an annular pressure surface 68, which can be filled by the current pressure in a chamber 70, which is connected to the parking brake circuit compressed air supply 28 via the control connection 58 and the compressed air line 24 connected thereto.
    The pin 64 is connected to the control lever 36 via other spring means 72, in particular via a tension spring, the tension spring 72 being compressible, when the pin 64 abuts at one end of the link 62 and when the valve body 54 is already in the passage position, the control lever 36 of the parking brake valve 30 is still set. further in the direction of the "park" position, which in fi g. 2 corresponds to a correct pivot position of the control lever 36.
    Then, in the changeover from the "drive" position to the "parking brake" position, the control lever 36 can carry the valve body 54 through the abutment 64 of the pin 64 at the end of the link 62 so far that the valve body 54 is lifted from the valve seat 56 in the transfer position (Fig. 2). up). However, when the maximum linear adjustment path of the valve body 54 has been passed by reaching the transmission position, the control lever 36 is not prevented from being further adjusted further in the direction of the "parking brake", since then the traction 72 is compressed without being compressed. however, the valve body 54 already present on the stop is further adjusted (in Fig. 2 upwards) The control lever 36 can then be further adjusted in the direction of the "parking brake" due to the over-lifting.
    To secure the pressure in the parking brake circuit compressed air supply 28, a check valve 74 may be provided between the parking brake circuit compressed air supply 28 and the pressure inlet connection 44 of the parking brake valve 30, which only allows a flow of parking brake circuit compressed air supply 28 to the pressure inlet port 44 of the parking brake valve.
    Against this background, the brake device operates as follows: Fig. 1 shows in intact service brake circuits the state "drive", in which the control lever 36 of the parking brake valve has been manually switched to the "drive" position, then at the parking brake circuit pressure outlet connection 22 of the multi-circuit protection valve 4 predetermined nominal pressure of the compressed air through the compressed air line 24 and the 2/2-way valve 26 located in its passage position, controlled in the parking brake circuit compressed air supply 28 and thence into the pressure inlet connection 44 of the parking brake valve 30. The pneumatic control connection valve 58 of 2 / 2- the nominal pressure in the parking brake compressed air supply 28 corresponding to the release pressure of the spring bearing brake thus outmaneuvers the spring forces of the first spring means 48, which the 2/2-way valve 26 tries to couple in its locking position.As shown in Fig. 2, this pressure is also present in chamber 70 and thus at d an annular pressure surface 68 of the carbon black valve body 54, whereby the valve body 54 in the raised position from the valve seat 56 is restrained by the spring forces of the first capercaillie means 48. The 2/2-way valve 26 is then kept pressure controlled in its passage position.
    When the parking brake valve 30 in the "run" position connects the pressure inlet connection 44 to the first pressure outlet connection 32 and to the second pressure outlet connection 34, the first spring bearing brake is kept released by the nominal pressure or release pressure at the second pressure outlet connection 34. Second, the nominal pressure is inverted. the first pressure outlet connection 32 through the connected trailer control valve to a low pressure, whereby the service brake cylinders of the trailer brakes cannot be tightened and are therefore in the released state. If it is necessary to provide a reload from the parking brake circuit pressure outlet connection 22 of the multi-circuit protection valve 4 to the parking brake circuit compressed air supply 28, this is entirely possible through the 2/2-way valve 26 held in the flush position When the control lever 36 of the parking brake valve 30, after the tractor-trailer combination has been braked to a standstill by means of the service brakes, then set to the "parking brake" position, its pressure inlet connection 44 and the first pressure outlet connection 32 and the second pressure outlet connection 34 are connected to the exhaust air. of the towing vehicle is vented and thus tightened. On the other hand, the venting of the first pressure outlet connection 32 provides a venting of the trailer control valve and thus by inverting an aeration of the service brakes of the trailer, whereby these are likewise tightened. Since the pressure inlet connection 44 of the parking brake valve 30 is thereby blocked, the pressure in the parking brake reservoir 28 is generally not reduced or by unavoidable leakage only to a small degree, so that what prevails there as before at the pneumatic control connection 58 of the 2/2-way valve 26 so that the 2/2-way valve remains in its passage position. Referring to Fig. 2, therefore, the valve body 56 remains in its raised position from the valve seat 56. Consequently, even in the "parking brake" position, compressed air can consequently be supplied from the parking brake circuit pressure outlet connection 22 of the multi-circuit protection valve 4 into the parking brake circuit compressed air supply 28.
    When the control lever 36 of the parking brake valve 30 is switched to the "test" position, on the one hand the pressure inlet connection 44 is connected to the first pressure outlet connection 32, whereby the trailer control valve is vented and thus the service brakes of the trailer are vented. On the other hand, the second pressure outlet connection 34 is connected to the vent connection 46, which results in a venting of the spring bearing brakes of the towing vehicle and that they are thereby tightened. The nominal pressure in the parking brake circuit compressed air supply 28 corresponding to the pneumatic control connection 58 of the 2/2-way valve 26 thus also outmaneuvers the spring forces of the first spring means 48, which the 2/2-way valve 26 tries to couple in its shut-off position. The 2/2-way valve 26 is therefore kept in its passage position. Referring to Fig. 2, therefore, the valve body 56 remains in its raised position from the valve seat 56. If a supply from the parking brake circuit pressure outlet connection 22 of the multi-circuit protection valve 4 to the parking brake circuit compressed air supply 28 is necessary, this is entirely possible through the 2/2-way valve 26 held in the passage position.
    The functional description above refers to an undisturbed operation of the braking device 1 and in particular to intact service brake circuits I and / or ll. However, if a defect occurs in a service brake circuit I or II or in both service brake circuits l1 and ll, which leads to a reduction of the pressure, then the overflow valve 6 of this defective service brake circuit l or ll closes at its closing pressure (fuse pressure). After closing the overflow valve 6 of the defective service brake circuit I or II, no reloading takes place from the side of the compressor 2 or if this is interrupted, as is the case, for example, when stopping the towing vehicle or the towing vehicle-trailer combination, the pressure in the parking brake circuit lll to be lowered to the pressure still present in the defective service brake circuit I or ll and in the event of further pressure reduction to follow this. Thus, when the parking brake valve 30 is in the "parking brake" position, this pressure drop in the section of the compressed air line 24 readjusted to the 2/2-way valve 26 is insignificant for maintaining the "parking brake" condition, as this post-adjusted section of the compressed air line 24 at the inlet connection 44 of the parking brake valve 30 is still blocked off and it only depends on the first pressure outlet connection 32 and the second pressure outlet connection 34 being vented.
    But even when the parking brake valve 30 is thus in the "drive" position, the then low pressure in the section of the compressed air line 24, in the parking brake circuit compressed air supply 28, adjusted to the 2/2-way valve 26, provides at the pressure inlet connection 44 or at the first pressure outlet connection 32 and at the second pressure outlet connection 34 for tightening the spring bearing brake of the towing vehicle and the service brake of the trailer.
    The towing vehicle or towing vehicle-trailer combination can therefore no longer be moved in the event of a defective service brake circuit I or II or in the case of two defective service brake circuits I and II due to automatically applied brakes. Therefore, when no further feeding takes place from the side of the compressor 2, in the event of a reduction of the pressure in only one service brake circuit I or II, the initially mentioned regulation is fulfilled.
    But in the event that the source of compressed air, i.e. the compressor 2, regenerates, it becomes in connection therewith and in the intact circuits that the parking brake circuit III again increases the pressure. This pressure increase, when the parking brake valve 30 is in the "drive" position, will lead to the spring-loaded brakes first and foremost being deaerated by the depressurization, thereby releasing the position and the first vented service brakes of the trailer being vented and thereby also coming loose. position, which would cause a dangerous condition, especially in cases where the driver has already left his seat and can no longer intervene.
    In this case, however, the low pressure in the compressed air line 24 and in the parking brake circuit compressed air supply 28, respectively, which is also present at the second connection 52 and at the pneumatic control connection 58 of the 2/2-way valve 26, ensures that the 2/2-way valve 26, depending on the spring force of the first spring means 48, is engaged in its locked position. Referring to Fig. 2, the pressure on the pressure surface 68 of the valve body 54 drops so much that the spring forces of the first spring means 48 press the valve body 54 on the valve seat 56 and thereby insulate the parking brake compressed air supply 28 and the parking brake valve 30 from the multi-circuit protection valve, respectively. This has the consequence that the parking brake circuit compressed air supply 28 cannot be replenished further, so that in the section of the compressed air line 24 and in the parking brake circuit compressed air supply 28, which is post-adjusted to the 2/2-way valve 26, a low pressure is the two pressure outlet connections 32 and 34 and thus also the spring bearing brake cylinders of the towing vehicle as well as in the trailer control valve, to keep the spring bearing brake cylinders of the towing vehicle as well as the service brakes of the trailer in the continued tightened position.
    Only when a service person again puts the control lever 36 of the parking brake valve 30 in the "parking brake" position, is the valve body 54 mechanically coupled here with the slide guide 60 taken with it and the 2/2-way valve 26 is engaged in its passage position, in which the parking brake circuit compressed air supply 28 can be aerated or filled.
    Therefore, when the driver of the vehicle, for example due to a leak in a service brake circuit I or II and thereby caused low pressure at the parking brake circuit pressure outlet connection 22 of the multi-circuit protection valve, leaves the control lever 36 of the parking brake valve 30 left in the "drive" position, leaving the driver's seat. the 2/2-way valve 26 automatically separates the parking brake valve 30 from the multi-circuit protection valve 4 and thus from the compressed air source 2, so that, via the parking brake valve 30, no compressed air can reach the spring bearing brake cylinders to inadvertently release them.
    Only when the driver sets the control lever 36 of the parking brake valve 30 in the direction of the "parking brake" position or completely up to the "parking brake" position, whereby the vehicle is kept braked via the then ventilated and therefore tightened parking brake, is also automatically switched 2/2-way valve 26 to vent or refill the parking brake circuit lll or a possible existing parking brake circuit compressed air supply 28.
    Only after the parking brake circuit 11 and the respective parking brake compressed air supply 28 have been vented and filled and the pressure has reached or exceeded the predetermined limit pressure can, when the control lever 36 is set to the "run" position, the current connection between the pressure inlet connection 44 of the parking brake valve 15 and the parking brake valve 20 17 the pressure outlet connection 22 of the multi-circuit brake valve 4 is re-established by means of the 2/2-way valve 26 which is pressure-controlled reconnected in the flow-through position.
    In the further embodiment in fi g. 3, in comparison with the previously described exemplary embodiment, identical building parts and building groups with the same function are provided with the same reference numerals. In the embodiment of fig. 3, in comparison with the embodiment of Fig. 1, the parking brake circuit compressed air supply 28 has fallen off, so that the compressed air line 24 connects the second connection 52 of the 2/2-way valve 26 to the pressure inlet connection 44 of the parking brake valve 30 directly or also by interconnecting the check valve 74. 76 is then preferably accommodated in the valve housing 66 and thus in the building unit, in which also the 2/2-way valve 26 and the parking brake valve 30 are integrated. Alternatively, the non-return valve 74 could also be arranged outside the valve housing 66.
    At the control connection 58 of the 2/2-way valve 26, the pressure at the pressure inlet connection 44 of the parking brake valve 30 or in the section of the compressed air line 24 adjusted to the 2/2-way valve 26 depends on the pressure. The mode of operation is then, as previously described in the exemplary embodiment in Fig. 1 and Fig. 2. 10 15 20 25 30 35 18 List of reference numerals Travel brake circuit Parking brake circuit Secondary consumer circuit Brake device Compressed air supply system storage tank parking brake circuit-pressure outlet connection compressed air line 2/2-way valve parking brake circuit-compressed air supply parking brake valve first pressure outlet connection second pressure outlet connection control lever "drive" "parking brake" "test" pressure inlet connection 66 connection first air connection 62 outlet 62 second connection valve body valve seat control connection ball joint control ball stage pin valve housing pressure surface chamber second spring means non-return valve
    权利要求:
    Claims (13)
    [1]
    A pneumatic or electric pneumatic braking device (1) of a vehicle, containing at least one source of compressed air (2), which is connected via a protective system (4) to at least one consumer circuit (I, ll, lll, IV), wherein at least one consumer circuit is a service brake circuit (I, II) 10 and another consumer circuit is a parking brake circuit (III), which is connected to a parking brake circuit pressure outlet connection (22) of the protection system (4) and has one with the parking brake circuit pressure outlet connection (22) of the protection system (4). ) parking brake control device (30) which can be connected via an actuator (36) with at least the positions "drive" and "parking brake" and one of the parking brake control device (30) which can be released by the pressure and can be retracted by the pressure relief as a parking brake, characterized in that a a flow connection (24) between the parking brake circuit pressure outlet connection (22) of the protection system (4) and a pressure inlet connection (44) of the parking brake control device (30), on the one hand by the pressure at the pressure inlet connection (44) of the parking brake control device (30), pressure controllable and on the other hand only by the actuator (36) of the parking brake control device (30) at least via a part of an adjusting path or an adjusting angle of the actuator (36) between the position "drive" and the position "parking brake" mechanically steerable valve device (26) is provided, which by the first spring means (48) in a locking position which blocks the flow connection (24) the pressure inlet connection (44) of the parking brake control device (30) facing the pressure against the first spring means (48) is loaded in a passage position which allows the flow connection (24), the valve device (26) and the parking brake control device (30) being designed in this way and cooperating with each other. that b) the valve device (26) at a at the pressure inlet connection (44) of parking pressure brake device (30), which is greater than a predetermined limit pressure or is the same as this limit pressure, and that, however, c) the valve device (26) at a pressure appropriate at the pressure inlet connection (44) of the parking brake control device (30) the predetermined limit pressure and with the parking brake control device (30) set in the "drive" position via the actuator (36), switched to the locked position, and first with the parking brake control device (30) set from the "drive" position towards the "parking brake" position or in the "parking brake" position "Via the control (36), is switched to the release position. 40 5 10 15 20 25 30 35 40 21
    [2]
    Brake device according to claim 1, characterized in that the valve device (26) comprises a multi-way valve, with a first connection (50) connected to the parking brake circuit pressure outlet connection (22) of the protection system (4) and with a second, directly to the pressure inlet connection (44) of the parking brake control device (30) or with a connection (52), connected to a storage container (28), arranged between the valve device (26) and the pressure inlet connection (44) of the parking brake control device (30) and with a direction of movement movable, with at least one valve seat ( 56) cooperating valve body (54), which on the one hand is loaded in the locking position by the first spring means (48) and on the other hand the passage position by the pressure present at the second connection (52) counteracting the first spring means (48), the valve body ( 54) with the actuator (36) of the parking brake control device (30) is coupled by a mechanical coupling (60) in such a way that the valve body (54) vi d the passage at least a part of the setting path or adjusting angle of the actuator (36) of the parking brake control device (30) is lifted from the valve seat (56) between the "drive" position and the "park" position, thereby putting the valve device (26) into the transmission position.
    [3]
    Braking device according to Claim 2, characterized in that the mechanical coupling between the valve body (54) and the actuator (36) comprises a slide guide (60).
    [4]
    Braking device according to Claim 3, characterized in that the slide guide (60) comprises a pin (64) guided in a slide (62) in the direction of movement of the valve body (54), the link (62) with the valve body (54) and the pin (64). ) with the actuator (36) or the link (62) with the actuator (36) and the pin (64) with the valve body (54) are operably connected and the play of the pin (64) in the link (62) at least with the actuator (36) of the parking brake control device (30) ) set to the "drive" position allows a free movement of the valve body (54) between the locking position and the passage position.
    [5]
    Braking device according to claim 4, characterized in that the link (62) with the valve body (54) and the pin (64) with the actuator (36) are connected via second spring means (72), the second spring means (72) being compressible, when at one end of the stage (62) abutting the pin (64) and with the valve body (54) placed in the passage position, the actuator (36) of the parking brake control device (30) is set from the "drive" position towards the "park" position.
    [6]
    Braking device according to one of the preceding claims, characterized in that the parking brake control device (30) and the valve device (26) are combined into one building unit. 10 15 20 25 30 35 40 22
    [7]
    Brake device according to claim 6, characterized in that the parking brake control device (30) and the valve device (26), - are arranged in a common housing (66), - are arranged in a separate housing, the housings being flanged together and having connection openings for exchanging pneumatic and / or mechanical signals.
    [8]
    Brake device according to one of the preceding claims, characterized in that the protection system (4) comprises a multi-circuit protection valve having on the one hand a connection (14, 18) for the at least one service brake circuit (1, 11) and on the other hand the parking brake circuit pressure outlet connection (22) for the parking brake circuit (III), the multi-circuit protection valve (4) being supplied with pressure from the compressed air source (2) and designed in such a way that in the event of a leakage pressure loss in the at least one service brake circuit (I, II) to a predetermined minimum pressure, the parking brake circuit which applies the parking brake.
    [9]
    Brake device according to one of the preceding claims, characterized in that the parking brake control device (30) comprises a pneumatic parking brake valve controlled by the actuator (36) with the pressure inlet connection (44) and a first pressure outlet connection (32) which communicates with a detachable and for depressurisable vent chamber of at least one spring bearing brake cylinder, the pressure inlet connection (44) with the actuator (36) set to the "drive" position being blocked with the first pressure outlet connection (32) and with the actuator (36) set to the position of "parking brake", the pressure outlet connection (32) is connected to a vent (46).
    [10]
    Braking device according to Claim 9, characterized in that the actuating means (36) of the parking brake valve (30) consists of a tipping lever which can be pivoted about an axis of rotation and which is spring-biased in the "drive" position.
    [11]
    Braking device according to one of Claims 9 or 10, characterized in that the parking brake valve (30) has at least one double-seat valve with inlet valve seat and outlet valve seat.
    [12]
    Braking device according to one of Claims 9 to 11, characterized in that it is provided for a combined towing vehicle-trailer combination, wherein the parking brake valve (30) has, in addition to the first, the pressure outlet connection (32) connected to the at least one spring bearing brake cylinder of the towing vehicle. second pressure outlet connection (34), connected to a trailer control valve of a service brake of the trailer, the first and second pressure outlet connections (32, 34) being able to be vented or vented in parallel in the "drive" and "parking brake" positions of the actuator (36).
    [13]
    Brake device according to one of Claims 9 to 12, characterized in that the parking brake valve is a two-position valve with the "drive" and "parking brake" positions or a three-position valve with the "drive", "parking brake" and "test" positions, wherein in the "test" position the first pressure outlet connection (32) is vented and the second pressure outlet connection (34) is vented.
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    同族专利:
    公开号 | 公开日
    DE102012107203B4|2014-02-20|
    SE538919C2|2017-02-14|
    DE102012107203A1|2014-02-06|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE3434884C2|1984-09-22|2000-03-16|Wabco Gmbh|Protection system for a motor vehicle compressed air system|
    DE3444639A1|1984-12-07|1986-06-19|Wabco Westinghouse Fahrzeugbremsen GmbH, 3000 Hannover|Motor-vehicle compressed-air system|
    GB2235505A|1989-08-31|1991-03-06|Bendix Ltd|Tractor/trailer braking apparatus|
    DE102010054117A1|2010-12-10|2012-06-14|Wabco Gmbh|Compressed air supply device, method for its control and stability valve|DE102014118268A1|2014-12-10|2016-06-16|Knorr-Bremse Systeme für Nutzfahrzeuge GmbH|Compressed air system for trucks|
    CN105196994A|2015-10-27|2015-12-30|北京新能源汽车股份有限公司|Parking braking system and vehicle|
    JP6184045B1|2016-10-27|2017-08-23|先進モビリティ株式会社|Parking brake equipment|
    EP3795438A1|2019-09-17|2021-03-24|WABCO Europe BVBA|Hand brake valve|
    法律状态:
    2021-03-02| NUG| Patent has lapsed|
    优先权:
    申请号 | 申请日 | 专利标题
    DE102012107203.5A|DE102012107203B4|2012-08-06|2012-08-06|Pneumatic braking device of a vehicle with positively controlled by the parking brake valve interlock device|
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