Control device for a parking brake device of a vehicle

Abstract

A utility vehicle control device for a parking brake device of a trailer vehicle includes a pneumatic supply connection, a control connection for controlling a spring brake cylinder, a directly manually actuatable parking valve, a first connection line and a control valve for controlling the parking valve. The parking valve is arranged in the first connection line, and wherein as a result of the parking valve, the supply connection and the control connection can be connected via the first connection line. A control line branches from the first connection line. The control line is connected to a first pneumatic control input of the control valve, wherein the control valve has a second pneumatic control input. In the event of an unexpected reduction in operating pressure in the first connection line and/or in the control line, the control valve can be controlled by the first or second control input of the control valve such that a switching state of the parking valve can be pneumatically controlled by the control valve independently of an operating state of the supply connection, whereby the control connection is ventilated by the parking valve.

Claims

1. A utility vehicle control device for a parking brake device of a trailer vehicle, comprising: at least one pneumatic supply connection; at least one control connection for controlling at least one spring-loaded brake cylinder; at least one directly manually actuable parking valve; at least one first connecting line; and at least one control valve for controlling the parking valve, wherein the parking valve is arranged in the first connecting line, the supply connection and the control connection are connectable by the parking valve via the first connecting line, at least one control line is branched off from the first connecting line and is connected to at least one first pneumatic control inlet of the control valve, the control valve has at least one second pneumatic control inlet, and in an event of an unexpected reduction in operating pressure in the first connecting line and/or in the control line, the control valve is controlled by way of its second control inlet such that at least one switched state of the parking valve is activatable pneumatically by the control valve independently of at least one operating state of the supply connection, whereby the control connection is vented by way of the parking valve.

2. The control device as claimed claim 1, wherein the control valve is controlled by its first control inlet if in each case at least one satisfactory operating pressure is present at the first and at the second control inlets so that the parking valve cannot be controlled by the control valve.

3. The control device as claimed in claim 2, wherein the control device has at least one second pneumatic supply connection which is connected to the second control inlet of the control valve via at least one second connecting line.

4. The control device as claimed in claim 3, wherein the control device is a pneumatic control device.

5. The control device as claimed in claim 4, wherein the control valve is a pneumatically controllable 3/2-way valve and has at least one ventilation switched state and at least one venting switched state.

6. The control device as claimed in claim 5, wherein the parking valve is a directly manually actuable 3/2-way valve and has at least one ventilation switched state and at least one venting switched state.

7. The control device as claimed in claim 6, wherein the control valve is in its ventilation switched state if the supply connection of the control device is not connected to a pneumatic pressure source or if an unexpected reduction in operating pressure occurs at the supply connection so that the parking valve is transferrable into its venting switched state by the control valve.

8. The control device as claimed in claim 7, wherein the control valve is in its venting switched state if the supply connection of the control device is connected to the pneumatic pressure source so that the parking valve is transferrable manually into its ventilation switched state or venting switched state.

9. The control device as claimed in claim 1, wherein the control device has at least one second pneumatic supply connection which is connected to the second control inlet of the control valve via at least one second connecting line.

10. The control device as claimed in claim 9, wherein at least one shunt valve is arranged in the first connecting line, between the parking valve and the supply connection, and the shunt valve is additionally connected to the second supply connection of the control device.

11. The control device as claimed in claim 9, wherein in a first ventilation switched state of the shunt valve, the parking valve is connected to the supply connection by way of the shunt valve, and in a second ventilation switched state of the shunt valve, the parking valve is connected to the second supply connection by way of the shunt valve.

12. The control device as claimed in claim 9, wherein in the second ventilation switched state of the shunt valve, the control valve is connected to the second supply connection by way of the shunt valve and is thereby switched into the venting switched state.

13. The control device as claimed in claim 1, wherein the control device is a pneumatic control device.

14. The control device as claimed in claim 13, wherein at least one third connecting line is branched off from the second connecting line and is connected to at least one valve connection of the control valve.

15. The control device as claimed in claim 1, wherein the control valve is a pneumatically controllable 3/2-way valve and has at least one ventilation switched state and at least one venting switched state.

16. The control device as claimed in claim 15, wherein in the ventilation switched state of the control valve, at least one control inlet of the parking valve is ventilated, and in a venting switched state of the control valve, the control inlet of the parking valve is vented.

17. The control device as claimed in claim 15, wherein the control valve is in its ventilation switched state if the supply connection of the control device is not connected to a pneumatic pressure source or if an unexpected reduction in operating pressure occurs at the supply connection so that the parking valve is transferrable into its venting switched state by the control valve.

18. The control device as claimed in claim 15, wherein the control valve is in its venting switched state if the supply connection of the control device is connected to the pneumatic pressure source so that the parking valve is transferrable manually into its ventilation switched state or venting switched state.

19. The control device as claimed in claim 1, wherein the parking valve is a directly manually actuable 3/2-way valve and has at least one ventilation switched state and at least one venting switched state.

20. The control device as claimed in claim 19, wherein in the venting switched state of the parking valve, the control connection of the control device is vented, and in the ventilation switched state of the parking valve, the control connection of the control device is ventilated.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) FIG. 1a shows a schematic illustration of a first exemplary embodiment of a pneumatic circuit arrangement of an exemplary control device according to the invention.

(2) FIG. 1b shows a schematic partial sectional illustration of the control valve of the control device according to FIG. 1a.

(3) FIG. 2a shows a schematic illustration of a second exemplary embodiment of the pneumatic circuit arrangement of the control device according to FIG. 1a.

(4) FIG. 2b shows a schematic partial sectional illustration of the control valve of the control device according to FIG. 2a.

(5) FIG. 3a shows a schematic illustration of a third exemplary embodiment of the pneumatic circuit arrangement of the control device according to FIG. 1a.

(6) FIG. 3b shows a schematic partial sectional illustration of the control valve of the control device according to FIG. 3a.

DETAILED DESCRIPTION OF THE DRAWINGS

(7) FIG. 1a shows a schematic illustration of a first exemplary embodiment of a pneumatic circuit arrangement of a control device 10.

(8) According to FIG. 1a, the control device 10 is in a coupled or pressurized state so that the trailer vehicle 14 is in a ready-to-start state.

(9) The control device 10 is embodied as a control device 10 for a parking brake device 12 of a trailer vehicle 14 of a utility vehicle 16.

(10) The control device 10 is embodied as a pneumatic control device 10.

(11) Moreover, the control device 10 can also alternatively be embodied as a hydraulic control device 10.

(12) The control device 10 has a pneumatic supply connection 18.

(13) According to FIG. 1, a supply line 18a is coupled to the supply connection 18 and a compressed air coupling head 18b is arranged at its free end.

(14) This supply connection 18 is embodied as a main supply connection of the control device 10.

(15) The control device 10 also has a control connection 20 for controlling a spring-loaded brake cylinder 22.

(16) For example, FIG. 1a illustrates a spring-loaded brake cylinder 22, wherein, of course, the trailer vehicle can also have more than one spring-loaded brake cylinder 22.

(17) The control device 10 has a directly manually actuable parking valve 24, a first connecting line 26 and a control valve 28 for controlling the parking valve 24.

(18) The parking valve 24 is embodied as a directly manually actuatable 3/2-way valve 24.

(19) The actuation element of the parking valve 24 can be embodied here as a combined pulling knob and pushbutton knob.

(20) In addition, in this context there can be provision that further actuation elements which are known from the prior art such as a rocker switches, toggle switches, rotary switches and/or rotary-pushbutton switches etc. can also be used.

(21) The parking valve 24 has a ventilation switched state and a venting switched state.

(22) The parking valve 24 is arranged in the first connecting line 26.

(23) In addition, the supply connection 18 and the control connection 20 can be connected by means of the parking valve 24 via the first connecting line 26.

(24) The control valve 28 has, according to FIG. 1a, a first pneumatic control inlet 28a and a second pneumatic control inlet 28b.

(25) The control valve 28 is embodied as a pneumatically controllable 3/2-way valve 28.

(26) The control valve 28 has a ventilation switched state and a venting switched state.

(27) Furthermore, a control line 30 is branched off from the first connecting line 26 and is connected to the first control inlet 28a of the control valve 28.

(28) The control line 30 is branched off from the first connecting line 26 upstream of the parking valve 24.

(29) The parking valve 24 also has a control inlet 24a.

(30) The control inlet 24a is connected to the control valve 28 via a parking valve control line 24b.

(31) The control device 10 has a second pneumatic supply connection 32.

(32) This second supply connection 32 is connected to the second control inlet 28b of the control valve 28 via a second connecting line 34.

(33) A third connecting line 36 is also branched off from the second connecting line 34.

(34) The third connecting line 36 is connected to a valve connection 28c of the control valve 28.

(35) The supply connection 18 has, according to FIG. 1a, a pressure-conducting connection to a pneumatic pressure source 18 or compressed air source 38 via the supply line 18a and via the compressed air coupling head 18b.

(36) The pneumatic compressed air source 38 is embodied as a further compressed air coupling head (not shown in FIG. 1a) e.g. of a trailer control valve of the utility vehicle 16, which trailer control valve is coupled to the trailer vehicle 14 in the operationally ready state.

(37) In the first connecting line 26, a shunt valve 40 is also arranged between the parking valve 24 and the supply connection 18.

(38) The shunt valve 40 is embodied as a manually controllable or actuable 3/2-way valve 40.

(39) The shunt valve 40 is additionally connected to the second supply connection 32 of the control device 10.

(40) The shunt valve 40 is also connected to the second supply connection 32 via a fourth connecting line 44, wherein the fourth connecting line 44 is branched off from the second connecting line 34.

(41) The shunt valve 40 has a first ventilation switched state and a second ventilation switched state.

(42) The parking valve 24 is connected to the supply connection 18 by means of the shunt valve 40 in the first ventilation switched state of the shunt valve 40.

(43) The shunt valve 40 has a control line 42 which is branched off from the first connecting line 26 upstream of the shunt valve 40 and opens into a control inlet 40a of the shunt valve 40.

(44) In the first connecting line 26, the shunt valve 40 is arranged upstream of the parking valve 24.

(45) According to FIG. 1a, the shunt valve 40 is in turn arranged downstream of the supply connection 18.

(46) A second supply line 32a is also coupled to the second supply connection 32 and connects the second supply connection 32 to a compressed air vessel 46 of the trailer vehicle.

(47) All the lines of the control device 10 which are described above can, of course, also be embodied as a drilled hole, duct, groove or as a combination thereof.

(48) Other flow line connecting openings are also contemplated in this context, either alone or in combination.

(49) According to FIG. 1a, the control device 10 also has a first and a second connection for an air suspension system of the trailer vehicle 14.

(50) The first connection is connected to a further compressed air vessel for the compressed air supply of the air suspension system, wherein the second connection is connected to one or more air spring bellows.

(51) In addition, the first and second connections are connected to the fourth connecting line 44 via a further connecting line and via an air suspension control valve.

(52) The function of the control device 10 according to FIG. 1a can now be described as follows:

(53) The function of the control device 10 is based on a coupled or pressurized state of the compressed air coupling head 18a, e.g. to a trailer control valve of the utility vehicle 16.

(54) The pressure of the compressed air which is present in the control line 42 of the shunt valve 40 switches the shunt valve 40 into its first ventilation switched state.

(55) The parking valve 24 consequently has a pressure-conducting connection to the supply connection 18 by means of the shunt valve 40 in the first ventilation switched state of the shunt valve 40.

(56) For this purpose, the control inlet 24a of the parking valve 24 is connected to the control valve 28 via a parking valve control line 24b in order to activate the parking valve 24 by means of the control valve.

(57) Therefore, operating pressure can be applied to the first control inlet 28a of the control valve 28 via the control line 30 of the control valve.

(58) In addition, operating pressure is applied to the second control inlet 28b of the control valve 28 via the second connecting line 34.

(59) The control valve 28 is therefore in its venting switched state, since the supply connection 18 of the control device 10 is connected to the pneumatic pressure source 38 in the form of the compressed air coupling head of the utility vehicle 16.

(60) The control valve 28 is therefore controlled by means of its first control inlet 28a because a satisfactory operating pressure is respectively present at the first and at the second control inlets 28a, 28b.

(61) As a result, the parking valve 24 can in turn not be controlled by the control valve 28.

(62) Instead, the control inlet 24a of the parking value is vented via the parking valve control line 24b and by means of the control valve 28.

(63) As a result, the parking valve 28 is correctly switched into its ventilation switched state because according to FIG. 1a the circuit arrangement of the control device 10 should be switched according to an operationally ready or ready-to-start state of the utility vehicle 16 and of the trailer vehicle 14.

(64) The control connection 20 of the control device 10 is therefore ventilated in the ventilation switched state of the parking valve 24.

(65) The ventilation switched state of the parking valve 24 is therefore assigned to a ready-to-start state of the trailer vehicle 14 or to a released state of the spring-loaded brake cylinder 22.

(66) Accordingly, the venting switched state of the parking valve 24 is assigned to a parked state of the trailer vehicle 14 or to an actuated state of the spring-loaded brake cylinder 22.

(67) The ventilation switched state of the parking valve 24 can additionally be detected at the pressed-in actuation element of the parking valve 24.

(68) Accordingly, the spring-loaded brake cylinder 22 which is connected to the control connection 20 via a corresponding connecting line is also ventilated, as a result of which it is in the released state.

(69) FIG. 1b shows a schematic partial sectional illustration of the control valve 28 of the control device 10 according to FIG. 1a.

(70) The control valve 28 has a housing 48 with a control piston 50 which is guided therein in an axially movable fashion.

(71) The first control inlet 28a of the control valve 28 opens into a first pressure chamber 52 which is formed by a first pneumatic active face 54 at a first end of the control piston 50 and by the housing 48.

(72) In addition, the second control inlet 28b of the control valve 28 opens into a second pressure chamber 56, which is formed by a second pneumatic active face 58 at a second end of the control piston 50 and by the housing 48.

(73) The first pneumatic active face 54 of the control piston 50 is larger than its second pneumatic active face 58.

(74) Accordingly, a first pneumatically active diameter of the first pneumatic active face 54 is larger than a second pneumatically active diameter of the second pneumatic active face 58.

(75) According to FIG. 1b, the control piston 50 is in a first switched position, as a result of which the venting switched state of the control valve 28 is brought about.

(76) The control of the control valve 28 by means of its first control inlet 28b is therefore implemented with priority at similar input pressures because the first pneumatic active face 54 of the control piston 50 is larger than its second pneumatic active face 58.

(77) This therefore results in the first switched position of the control piston 50.

(78) FIG. 2a shows a schematic illustration of a second exemplary embodiment of the pneumatic circuit arrangement of the control device 10 according to the invention according to FIG. 1a.

(79) The uncoupled state of the supply connection 18 according to FIG. 2a occurs, in particular, in cases in which the compulsorily prescribed coupling sequence of the compressed air coupling head 18b has not been complied with.

(80) This sequence prescribes that the compressed air coupling head for the service brake (not shown in FIG. 2a) always has to be firstly connected to the utility vehicle 16 before the compressed air coupling head 18b shown in FIG. 2a is correspondingly connected.

(81) The coupling sequence which is not complied with results, in unfavorable cases, in unsatisfactory rolling away of the trailer vehicle 14.

(82) After some time, tearing off, for example, of the supply line 18a or of the coupling head 18b unavoidably occurs, as a result of which the supply connection 18 is undesirably vented.

(83) The function of the control device 10 according to FIG. 2a is therefore based on a state of the supply connection 18 in which it is undesirably uncoupled or not connected to compressed air.

(84) The switched states of the shunt valve 40 do not relate to such an undesired loss of operating pressure at the supply connection, so that the shunt valve 40 remains in its first ventilation switched state even after the undesired loss of operating pressure.

(85) The following explanations are therefore based on the shunt valve 40 in its first ventilation switched state.

(86) As described above, in the first ventilation switched state of the shunt valve 40 the parking valve 24 is connected to the supply connection 18.

(87) Since the supply connection 18 is now vented, the parking valve 24 is connected to the supply connection 18 via the shunt valve 40 and is correspondingly also vented, so that operating pressure is no longer present at the parking valve 24.

(88) The parking valve 24 therefore no longer has a pressure-conducting connection to the supply connection 18 by means of the shunt valve 40 in the first ventilation switched state of the shunt valve 40.

(89) As a result, the connecting line 26 upstream of the parking valve 14 is also vented, which results in additional venting of the control line 30 of the control valve 28.

(90) The first control inlet 28a of the control valve 28 is therefore also vented via the control line 30.

(91) However, the second connecting line 34 is not affected by the undesired loss of operating pressure, so that operating pressure continues to be applied to the second control inlet 28b of the control valve 28.

(92) The operating pressure at the second control inlet 28b therefore exceeds the operating pressure at the first control inlet 28a.

(93) In the event of an unexpected reduction in operating pressure in the first connecting line 26 and in the control line 30, the control valve 28 is controlled by its second control inlet 28b.

(94) The control valve 28 can therefore be controlled in such a way that a switched state of the parking valve 24 can be activated pneumatically by means of the control valve 28 independently of an operating state of the supply connection 18, as a result of which the control connection 20 of the control device 10 is vented by means of the parking valve 24.

(95) This results in switching over of the control valve 28 from its venting switched state into its ventilation switched state (illustrated in FIG. 2a).

(96) The control valve 28 is therefore in its ventilation switched state, since the supply connection 18 of the control device 10 is not connected to a pneumatic pressure source 38.

(97) However, the control valve 28 can also be in its ventilation switched state if, as described above, an unexpected reduction in operating pressure occurs at the supply connection 18.

(98) The control valve 28 can therefore be controlled, according to FIG. 2a, by means of its second control inlet 28b in such a way that a switched state of the parking valve 24 can be controlled by means of the control valve 28.

(99) In the ventilation switched state of the control valve 28, the control inlet 24a of the parking valve 24 is therefore ventilated.

(100) Accordingly, the parking valve 24 can be transferred into its venting switched state by means of the control valve 28.

(101) In the venting switched state of the parking valve 24, the control connection 20 of the control device 10 is then vented.

(102) This results in actuation of the spring-loaded brake cylinder 22 by means of its integrated mechanical spring, so that after a short time the trailer vehicle 14 comes to a safe standstill after the undesired loss of operating pressure and no longer constitutes a hazard.

(103) FIG. 2b shows a schematic partial sectional illustration of the control valve 28 of the control device 10 according to the invention according to FIG. 2a.

(104) According to FIG. 2b, the control piston 50 is in its second switched position, as a result of which the ventilation switched state of the control valve 28 is brought about.

(105) The control of the control valve 28 by means of its second control inlet 28b is therefore implemented because the first pressure chamber 52 is vented and therefore the pressure force on the first pneumatic active face 54 of the control piston 50 is lower than on its second pneumatic active face 58.

(106) This therefore also results in the second switched position of the control piston 50.

(107) FIG. 3a shows a schematic illustration of a third exemplary embodiment of the pneumatic circuit arrangement of the control device 10 according to the invention according to FIG. 1a.

(108) An uncoupled or vented state of the supply connection 18 according to FIG. 3a can, however, basically also be brought about intentionally.

(109) An example of this intentional uncoupling is a maneuvering operation of the trailer vehicle 14 by means of a maneuvering vehicle.

(110) The function of the control device 10 according to FIG. 2a is therefore based on a state of the supply connection 18 in which it is intentionally uncoupled or not connected to compressed air.

(111) The ventilation switched state of the shunt valve 40 can then be selected freely by a vehicle driver.

(112) The vehicle driver should set the second ventilation switched state of the shunt valve 40 manually for the maneuvering operation of the trailer vehicle 14.

(113) The following explanations are therefore based on the shunt valve 40 in its second ventilation switched state.

(114) The parking valve 24 therefore has a pressure-conducting connection to the second supply connection 32 by means of the shunt valve 40 in the second ventilation switched state of the shunt valve 40.

(115) As a result, the connecting line 26 between the parking valve 24 and the shunt valve 40 is also ventilated, which results in additional ventilation of the control line 30 of the control valve 28.

(116) Therefore, the first control inlet 28a of the control valve 28 is in turn also ventilated via the control line 30.

(117) In addition, operating pressure is applied to the second control inlet 28b of the control valve 28 via the second connecting line 34.

(118) The control valve 28 is accordingly controlled by means of its first control inlet 28a (cf. in this respect FIGS. 1a, 1b) which results in switching over of the control valve 28 from its ventilation switched state into its venting switched state (illustrated in FIG. 3a).

(119) As a result of the venting switched state of the control valve 28, the control inlet 24a of the parking valve 24 is in turn vented and cannot be activated by means of the control valve 28.

(120) The parking valve 24 can therefore be transferred manually into its ventilation or venting switched state by means of the vehicle driver.

(121) Depending on the maneuvering function, the vehicle driver can therefore ventilate or vent the control connection 20 and therefore also the spring-loaded brake cylinder 22, i.e. can activate or deactivate the parking brake device 12.

(122) If a vehicle driver inadvertently sets the first ventilation switched state of the shunt valve 40 and the ventilation switched state of the parking valve 24, the same circuit arrangement of the control device 10 is present as in FIG. 2a after the undesired uncoupling of the compressed air connection 18.

(123) FIG. 3b shows a schematic partial sectional illustration of the control valve 28 of the control device 10 according to the invention according to FIG. 3a.

(124) According to FIG. 3b, the control piston 50 is in its first switched position, as a result of which the venting switched state of the control valve 28 is brought about.

(125) The control of the control valve 28 by means of its first control inlet 28a is therefore implemented with priority at similar input pressures because the first pneumatic active face 54 of the control piston 50 is larger than its second pneumatic active face 58.

(126) This therefore results in the first switched position of the control piston 50.

LIST OF REFERENCE NUMBERS

(127) 10 Control device 12 Parking brake device 14 Trailer vehicle 16 Utility vehicle 18 Supply connection 18a Supply line 18b Compressed air coupling head 20 Control connection of the control device 22 Spring-loaded brake cylinder 24 Parking valve 24a Control inlet of the parking valve 24b Parking valve control line 26 First connecting line 28 Control valve 28a First control inlet of the control valve 28b Second control inlet of the control valve 28c Valve connection of the control valve 30 Control line of the control valve 32 Second supply connection 32a Second supply line 34 Second connecting line 36 Third connecting line 38 Pneumatic pressure source 40 Shunt valve 40a Control inlet of the shunt valve 42 Control line of the shunt valve 44 Fourth connecting line 46 Compressed air vessel of the trailer 48 Housing 50 Control piston 52 First pressure chamber 54 First pneumatic active face 56 Second pressure chamber 58 Second pneumatic active face