Electropneumatic parking brake control device, and braking system of a vehicle

Patent metadata

Field	Value
Publication number	US-11267447-B2
Application number	US-201816645318-A
Country	US
Kind code	B2
Filing date	Aug 24, 2018
Priority date	Sep 7, 2017
Publication date	Mar 8, 2022
Grant date	Mar 8, 2022

Abstract

An electropneumatic parking brake control device controls a parking brake including at least one spring brake actuator. The control device includes a relay valve with a control chamber and a vent. The control chamber can be connected to the vent via at least one second throttle element and/or at least one third throttle element depending on the position of the relay piston.

First claim

What is claimed is:

1. An electropneumatic parking brake control device for controlling a parking brake having at least one spring brake actuator, comprising:
a) a connection for the at least one spring brake actuator,
b) a solenoid valve device which is controllable by an electronic control device,
c) a relay valve whose pneumatic control inlet is connected at one end to the solenoid valve device and at the other end to a working outlet and to the connection for the at least one spring brake actuator,
d) a supply connection for at least one pressurized air supply which is connected at one end to the solenoid valve device and at the other end to a supply inlet of the relay valve,
e) a feedback line through which the working outlet and the pneumatic control inlet of the relay valve are connected to one another, wherein
f) the relay valve has a control chamber which is connected to the pneumatic control inlet, at least one relay piston which is controlled by the pressure in the control chamber and activates a double seat valve, and a working chamber which is connected to the working outlet, wherein the relay piston is guided within a relay valve housing and bounds the control chamber and the working chamber, and the double seat valve comprises at least one inlet seat and at least one outlet seat, wherein when the outlet seat is opened, the working chamber is connected to a vent, and when the inlet valve is opened said working chamber is connected to the supply inlet, and wherein
g) at least one first throttle element is arranged in the feedback line in such a way that the working outlet and the pneumatic control inlet of the relay valve always have a throttled flow connection to one another, and wherein
h) the control chamber of the relay valve is connected to the vent via at least one second throttle element exclusively when the relay piston is in a venting position or in an intermediate position, but the connection of the control chamber to the vent is interrupted by the at least one second throttle element if the relay piston is in an aeration position, wherein
h1) the venting position of the relay piston within the relay valve housing is characterized in that the outlet seat is completely opened and the inlet seat of the double seat valve is completely closed, and as a result a pressure arises at the connection for the at least one spring brake actuator, which pressure corresponds to an application pressure of the at least one spring brake actuator, at which pressure said actuator is completely applied, and wherein
h2) the aeration position of the relay piston within the relay valve housing is characterized in that the inlet seat is completely opened and the outlet seat is completely closed, and as a result a pressure arises at the connection for the at least one spring brake actuator, which pressure corresponds to a release pressure of the at least one spring brake actuator, at which pressure said actuator is completely released, and wherein
h3) the intermediate position of the relay piston within the relay valve housing is characterized in that a pressure arises at the connection for the at least one spring brake actuator, which pressure is higher than the application pressure but lower than the release pressure, and further wherein
i) the control chamber of the relay valve is connected to the vent via at least one third throttle element exclusively when the relay piston is in the venting position, but the connection between the control chamber and the vent is interrupted by the at least one third throttle element if the relay piston is in the aeration position or in the intermediate position, and wherein
j) a flow cross-section which is made available by the at least one third throttle element is larger than a flow cross-section which is made available by the at least one first throttle element, and
k) a flow cross-section which is made available by the at least one second throttle element is smaller than the flow cross-section which is made available by the at least one first throttle element.

2. The electropneumatic parking brake control device as claimed in claim 1 , wherein
the at least one second throttle element and/or the at least one third throttle element comprise at least one drilled through-hole in a wall of the relay piston, and
an element which is secured to the relay valve housing is provided, which element interacts with the at least one second throttle element and/or with the at least one third throttle element in such a way that depending on the position of the relay valve within the relay valve housing the control chamber is connected to the vent via the at least one second throttle element and/or via the at least one third throttle element, or such a connection is blocked.

3. The electropneumatic parking brake control device as claimed in claim 2 , wherein
a throttle cross-section of the at least one second throttle element and/or a throttle cross-section of the at least one third throttle element is formed by the at least one drilled through-hole.

4. The electropneumatic parking brake control device as claimed in claim 2 , wherein
a region on a side of an end, facing the control chamber, of the element which is secured to the relay valve housing is connected to the control chamber, wherein
a) if the at least one drilled through-hole projects at least partially beyond the end in the direction of the control chamber, the control chamber is connected to the vent via the at least one second throttle element and/or via the at least one third throttle element, and
b) if the at least one drilled through-hole does not project beyond the end in the direction of the control chamber, such a connection is blocked.

5. The electropneumatic parking brake control device as claimed in claim 2 , wherein
the element which is secured to the relay valve housing comprises at least one relay piston seal which is secured to the relay valve housing and against which a lateral wall of the relay piston, in which the at least one drilled through-hole is formed, forms a seal.

6. The electropneumatic parking brake control device as claimed in claim 1 , wherein
the relay piston is loaded into the venting position by a spring means.

7. The electropneumatic parking brake control device as claimed in claim 1 , wherein
the electronic control device is connected to an electrical parking brake signal connection for an electric parking brake signal generator, via which parking brake signal connection parking brake signals are input into the electronic control device.

8. The electropneumatic parking brake control device as claimed in claim 7 , wherein
the solenoid valve device comprises two 2/2-way solenoid valves each with a closed position and an open position, wherein
a first 2/2-way solenoid valve is connected as an inlet valve between the pneumatic control inlet of the relay valve and the supply connection, and
a second 2/2-way solenoid valve is connected between the pneumatic control inlet of the relay valve and a pressure sink.

9. The electropneumatic parking brake control device as claimed in claim 8 , wherein
the first 2/2-way solenoid valve and the second 2/2-way solenoid valve each have a currentless closed position and an energized open position.

10. The electropneumatic parking brake control device as claimed in claim 8 , wherein
when a parking brake signal which represents a “drive” state is input into the electronic control device or generated in the electronic control device, the second 2/2-way solenoid valve is controlled by the electronic control device into the closed position, and the first 2/2-way solenoid valve is firstly controlled into the open position and then into the close

Assignees

• Knorr Bremse Systeme Fuer Nutzfahrzeuge Gmbh

Inventors

• Schnittger Karsten
• Michalski Max

Classifications

• B60Y2400/81

  Braking systems · CPC title

• B60T15/041 Primary

  controlling auxiliary pressure brakes, e.g. parking or emergency brakes (B60T15/048 takes precedence) · CPC title

• B60T2270/413

  Plausibility monitoring, cross check, redundancy · CPC title

• B60T13/26

  Compressed-air systems · CPC title

• B60T13/68

  by electrically-controlled valves {(B60T13/662 and B60T13/665 take precedence)} · CPC title