ACTUATING ARRANGEMENT FOR A PARKING BRAKE OF A MOTOR VEHICLE AND MOTOR VEHICLE HAVING THE ACTUATING ARRANGEMENT

Abstract

An actuating arrangement (1) for a parking brake of a motor vehicle, having a first actuating unit (5), for manual actuation of the parking brake, and a shaft (2) for transmitting braking forces (F1, F2) to at least one wheel brake cylinder (4) of a service brake of the motor vehicle. The first actuating unit (5) is operatively connected to the shaft (2) so that, when the first actuating unit (5) is actuated, a first braking force (F1) is transmitted via the shaft (2) to the at least one wheel brake cylinder (4). The actuating arrangement (1) has a second actuating unit (7) for the controllable actuation of the parking brake. The second actuating unit (7) is operatively connected to the shaft (2) so that, when the second actuating unit (7) is actuated, a second braking force (F2) is transmitted via the shaft (2) to the wheel brake cylinder (5).

Claims

1-14. (canceled).

15. An actuating arrangement (1) fora parking brake of a motor vehicle comprising: a first actuating unit (5) for manual actuation of the parking brake, and a shaft (2) for transmitting braking forces (F1, F2) to at least one wheel brake cylinder (4) of a service brake of the motor vehicle, wherein the first actuating unit (5) is operatively connected to the shaft (2), with the result that, when the first actuating unit (5) is actuated, a first braking force (F1) is transmitted to the at least one wheel brake cylinder (4) via the shaft (2), a second actuating unit (7) for the controllable actuation of the parking brake, the second actuating unit (7) is operatively connected to the shaft (2), with the result that, when the second actuating unit (7) is actuated, a second braking force (F2) is transmitted to the wheel brake cylinder (5) via the shaft (2).

16. The actuating arrangement (1) according to claim 15, wherein at least the second actuating unit (7) is designed as a fluidic actuating unit.

17. The actuating arrangement (1) according to claim 15, wherein the second actuating unit (7) has a spring-loaded cylinder (8), the spring-loaded cylinder (8) is coupled in terms of movement to the shaft (2), on the one hand, and, on the other hand, can be fluidically connected to a fluid system (9) of the vehicle, and the spring-loaded cylinder (8) is switchable from a braking position (B) into a release position (F) under the action of a fluid pressure.

18. The actuating arrangement (1) according to claim 17, wherein the second actuating unit (7) has a first valve device (14), which is switchable between a basic position (G1) and at least one switching position (51), for controlling the fluid pressure of the spring-loaded cylinder (8), the first valve device (14) is connected in terms of flow to the spring-loaded cylinder (8) via a fluid line (13), a first flow path (W1) from a high-pressure side (H) of the fluid system (9), in a direction of the spring-loaded cylinder (8), is blocked in the basic position (G1) and is released in the at least one switching position (51).

19. The actuating arrangement (1) according to claim 18, wherein the second actuating unit (7) has a second valve device (20), which is switchable between a basic position (G2) and at least one switching position (S2), for releasing the spring-loaded cylinder (8), the second valve device (20) is connected in terms of flow to the first valve device (14) via a further fluid line (19), a second flow path (W2) from the spring-loaded cylinder (8) via the first valve device (14), in a direction of a low-pressure side (N) of the fluid system (9), is blocked in the basic position (G2) and is released in the switching position (S2).

20. The actuating arrangement (1) according to claim 19, wherein at least one of the first and the second valve devices (14, 20) is designed as a continuous valve.

21. The actuating arrangement (1) according to claim 19, wherein at least one of the first and the second valve device (14, 20) is designed as a switching valve.

22. The actuating arrangement (1) according to claim 19, wherein the second actuating unit (7) has a third valve device (21), which is switchable between a basic position (G3) and at least one switching position (S3), for releasing the spring-loaded cylinder (8) in an event of failure of the second valve device (20), the third valve device (21) is arranged by a bypass line (22) in parallel with the second valve device (20), and a third flow path (W3) from the spring-loaded cylinder (8), via the third valve device (21), in a direction of the low-pressure side (N) is released in the basic position (G3) and is blocked in the switching position (S3).

23. The actuating arrangement (1) according to claim 19, wherein the second actuating unit (7) has a pressure detection device (17) for detecting a fluid pressure of the spring-loaded cylinder (8), and at least one of the first and the second valve devices (14, 20) is controlled on a basis of detected fluid pressure.

24. The actuating arrangement (1) according to claim 18, wherein the second actuating unit (7) has a non-return valve (15), and the non-return valve (15) is arranged on a high-pressure side (H) upstream of the first valve device (14) in terms of a flow direction.

25. The actuating arrangement (1) according to claim 18, wherein the second actuating unit (7) has a filter device (16), and the filter device (16) is arranged on a high-pressure side (H) upstream of the first valve device (14) in terms of a flow direction.

26. The actuating arrangement (1) according to claim 18, wherein the second actuating unit (7) has a pressure accumulator (18) for storing a fluid pressure, the pressure accumulator (18) is arranged on a high-pressure side (H) upstream of the first valve device (14) in terms of a flow direction, and the stored fluid pressure is manually releasable in order to switch the spring-loaded cylinder (8) from the braking position (B) into the release position (F).

27. The actuating arrangement (1) according to claim 15, wherein the second actuating unit (7) is designed to implement at least one of a hill-starting aid and an automatic parking lock.

28. A motor vehicle having the actuating arrangement (1) according to claim 15.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Further features, advantages and effects of the invention will be found in the following description of preferred exemplary embodiments of the invention. In the drawings:

[0027] FIG. 1 shows a schematic illustration of an actuating arrangement for a vehicle as an exemplary embodiment of the invention;

[0028] FIG. 2 shows a schematic illustration of a second actuating unit of the actuating arrangement according to FIG. 1 as an alternative exemplary embodiment of the invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0029] FIG. 1 shows, in a highly schematic illustration, an actuating arrangement 1 which is set up for actuating a parking brake of a motor vehicle. The parking brake has the function of braking and/or locking one or more wheels, in particular the wheels on the rear axle of the vehicle, in accordance with an operating state of the vehicle. The motor vehicle is, in particular, an agricultural utility vehicle, e.g. a tractor.

[0030] The actuating arrangement 1 has a shaft 2, which is operatively connected via at least one coupling element 3, e.g. a coupling rod, to one or more wheel brake cylinders 4 of a service brake of the vehicle. For example, the shaft 2 is connected to the two wheel brake cylinders of the rear axle in each case via a coupling element 3.

[0031] The actuating arrangement 1 has a first actuating unit 5, which serves for the manual actuation of the parking brake and transmits a first braking force F1 to the shaft 2 and thus to the wheel brake cylinders 4. The first actuating unit 5 has, in particular, the function of locking the vehicle wheels when the vehicle is stationary and/or parked. The first actuating unit 5 can be designed, for example, as a mechanical hand brake lever, which can be actuated by manual force. Alternatively, the first actuating unit 5 is designed as an electrical actuating unit, which can be actuated by hand or by pressing a button. For this purpose, the electrical actuating unit 5 has, for example, an electromechanical actuator, which is set up to generate the first braking force F2. The first actuating unit 5 is coupled in terms of movement to the shaft 2, for example via a transmission device 6, e.g. a Bowden cable and/or a linkage and/or a lever, in order to transmit the first braking force F1 to the shaft 2.

[0032] The actuating arrangement 1 has a second actuating unit 7, which serves for the controllable manual actuation of the parking brake and transmits a second braking force F2 to the shaft 2 and thus to the wheel brake cylinders 4. For example, the first and the second actuating unit 5, 7 can be coupled in terms of movement to the shaft 2 via a common transmission device 6, wherein, when the first actuating unit 5 is actuated, the first braking force F1 and, when the second actuating unit 6 is actuated, the second braking force F2 are transmitted to the shaft 2 via the transmission unit 6 and distributed to the wheel brake cylinders 4.

[0033] The second actuating unit 7 has a spring-loaded cylinder 8, which, on the one hand, is coupled in terms of movement to the shaft 2 via the transmission device 6 and, on the other hand, is connected fluidically to a fluid system 9 of the vehicle. The fluid system 9 is designed as a hydraulic system, for example, and can be formed by a system pressure supply of the service brake or of a transmission, for example. Alternatively, the second actuating unit 7 is connected to a separate hydraulic system, in particular a hydraulic system independent of the service brake or the transmission.

[0034] The spring-loaded cylinder 8 comprises a housing 10, in which a piston 11 can be moved axially between a braking position B and a release position F. With one side, the piston 11 delimits a pressure chamber 12 to which a fluid pressure can be applied, and it is supported on the other side in the housing 10 via a spring 13. The spring 13 acts on the piston 11 in the direction of the braking position B with a spring force which is transmitted via the shaft 2 to the wheel brake cylinders 4 as the second braking force F2 in order to actuate the parking brake. When the fluid pressure is applied to the pressure chamber 12, the piston is transferred into the release position F against the spring force in order to release the parking brake.

[0035] The pressure chamber 12 is connected via a fluid line 13 to a high-pressure side H of the fluid system 9. The second actuating unit 7 has a first valve device 14, which is incorporated into the fluid line 13 to control the fluid pressure and can be switched between a basic position G1 and at least one switching position S1. In the illustration shown, the first valve device 14 is designed as a 3/2-way proportional valve, which can assume any desired number of intermediate positions between the basic position G1 and the switching position S1. For the sake of simplicity, however, the proportional valve can also be replaced by a switching valve.

[0036] Furthermore, the first actuating unit 7 has a non-return valve 15 and a filter device 16, which are integrated into the fluid line 13 upstream of the first valve device 14 in terms of flow. The non-return valve 15 is designed, for example, as a ball-type non-return valve, which is designed to prevent a return flow from the first valve device 14 in the direction of the high-pressure side H. For example, the filter device 16 is designed as a filter screen in order to filter foreign particles out of the fluid. In the exemplary embodiment shown, the filter device 16 is arranged upstream of the non-return valve 15. Alternatively, however, it is also possible for the filter device 16 to be integrated at the pressure inlet of the first valve device 14 or of the non-return valve 15.

[0037] In addition, the second actuating unit 7 has a pressure detection device 17, which is designed to detect the fluid pressure of the spring-loaded cylinder 8. For this purpose, the pressure detection device 17 is integrated into the fluid line 13 between the first valve device 14 and the spring-loaded cylinder 8. For example, the pressure detection device 17 is designed as a pressure sensor. However, in order to simplify the second actuating unit 7, it is also possible for the pressure sensor to be replaced by a pressure switch.

[0038] A first flow path W1 runs from the high-pressure side H via the filter device 16, the non-return valve 15 and the first valve device 14 to the spring-loaded cylinder 8 or into its pressure chamber 12. Here, the first flow path W1 is blocked in the basic position G1 of the first valve device 14 and released in the switching position S1.

[0039] The first valve device 14 is connected via a further fluid line 19 to a low-pressure side N of the fluid system 9. The second actuating unit 7 has a second valve device 20, which is incorporated into the fluid line 18 to release the spring-loaded cylinder 8 and can be switched between a basic position G2 and at least one switching position S2. In the illustration shown, the second valve device 20 is designed as a 3/2-way switching valve, which can be switched precisely between the basic position G2 and the switching position S2.

[0040] A second flow path W2 thus runs from the spring-loaded cylinder 8 or from its pressure chamber 12 via the first and the second valve unit 14, 20 to the low-pressure side N of the fluid system 9. In this case, the second flow path W2 is blocked in the switching position S1 of the first valve device 14 and/or in the basic position G2 of the second valve device 20 and is released in the basic position G1 of the first valve device 14 and in the switching position S2 of the second valve device 20.

[0041] In a driving mode of the vehicle, the first valve device 14 is switched into the switching position S1 and the second valve device 20 is switched into the basic position G2, and therefore the first flow path W1 is released and the fluid pressure is applied to the spring-loaded cylinder 8 to select the release position F. In order to actuate the parking brake 8, the first valve device 14 is switched into the basic position G1 and the second valve device 20 is switched into the switching position S2, thus blocking the first flow path W1 and releasing the second flow path W2 in order to reduce the fluid pressure in the pressure chamber 12. The spring-loaded cylinder 8 is switched automatically into the braking position B by the spring 13, with the result that the second braking force F2 is transmitted to the shaft 2.

[0042] In an alternative embodiment, the second actuating unit 7 can have a pressure accumulator 18, which is used to store a fluid pressure in order to obtain a redundant energy supply. The pressure accumulator 18 is connected into the fluid line 13 between the non-return valve 15 and the first valve device 14 in terms of flow. The pressure accumulator 18 serves, in particular, to generate the first braking force F1 in the form of hydraulic energy, and therefore the first actuating unit 5 is formed by the pressure accumulator 18, and mechanical or electrical actuation is eliminated. For this purpose, in particular, the fluid is stored under pressure in the pressure accumulator 18, hydraulic energy being released when the pressure accumulator 18 is discharged in order to transfer the spring-loaded cylinder 8 from the braking position B into the release position F when the engine is at a standstill and/or when the fluid pressure is low.

[0043] In particular, the first and the second valve device 14, 20 automatically assume the respective basic position G1, G2 when an energy supply is interrupted. For example, in the embodiment with pressure accumulator 18, the first valve device 14 can be permanently supplied with energy via an energy accumulator device, e.g., a battery, thus enabling the first valve device 14 to be switched into the switching position S1 by the pressure accumulator 18 to actuate the spring-loaded cylinder 8, even when the engine is at a standstill.

[0044] The pressure detection device 17 is connected, by signal technology for example, to a control unit of the vehicle, wherein the control unit is designed to perform closed-loop or open-loop control of the first and the second valve device 14, 20 on the basis of the fluid pressure. For example, the control unit can control the first and the second valve unit 14, 20 in order to implement a hill-starting aid, particularly in the case of power-shift transmissions. For this purpose, the parking brake can be activated manually by the driver during a gear change or when starting on a slope by an actuation of the second actuating unit 7. In this case, the control unit is designed to control the two valve devices 14, 20 on the basis of at least one vehicle parameter, e.g., an engine and/or transmission parameter, and to perform closed-loop or open-loop control of the second braking force F2 as a function of the fluid pressure. In this way, the parking brake can be released automatically when the clutch bites, for example. Alternatively or optionally as a supplementary measure, the control unit is designed to actuate the first and the second valve unit 14, 20 in order to implement an automatic parking lock, wherein the second actuating unit 7 can actuate the parking brake after a fixed standstill time, e.g. 30 seconds, for this purpose.

[0045] The use of the spring-loaded cylinder 8 with hydraulic actuation makes it possible to implement an automatic parking brake and to actuate the spring-loaded cylinder 8 in a manner similar to a clutch. This system can respond significantly faster than known electromechanical solutions. Moreover, the use of a spring-loaded cylinder 8 makes it possible to automatically calibrate the clutches when the vehicle is at a standstill, in particular on a test stand. A further advantage is that the additional actuating unit enables an automatic parking brake to be implemented while retaining the existing braking device.

[0046] FIG. 2 shows the second actuating unit 7 in an alternative embodiment, illustrated in the same way as in FIG. 1. Here, the basic functioning and the structure are comparable to the embodiment of FIG. 1, for which reason only the essential differences will be discussed below.

[0047] In this exemplary embodiment, the second actuating unit 7 additionally has a third valve device 21, which is connected in terms of flow to the low-pressure side N via a bypass line 22 in parallel with the second valve device 20. Here, the bypass line 22 serves to bridge the second valve device 20, wherein, for this purpose, the bypass line 22 branches off from the further fluid line 19 upstream of the second valve device 20 and is connected again to the further fluid line 19 in terms of flow downstream of the second valve device 20. In this case, a third flow path W3 runs in parallel with the second flow path W2 from the spring-loaded cylinder 8 via the first and the third valve device 14, 21 to the low-pressure side N. The third valve device 21 is designed as a 2/2-way switching valve which can be switched between a basic position G3 and a switching position S3. Here, the third flow path W3 is released in the basic position G3 of the third valve device 21 and is blocked in the switching position S3.

[0048] In a driving mode of the vehicle, the third valve device 21 is switched in the switching position S3 in order to block the third flow path W3. To actuate the parking brake 8, the first valve device 14 is switched into the basic position G1 and the second valve device 20 is switched into the switching position S2 and/or the third valve device 21 is switched into the basic position G3, thus releasing the second and/or the third flow path W2, W3 and reducing the fluid pressure in the pressure chamber 12 in order to actuate the parking brake.

[0049] In particular, the third valve device 21 automatically assumes the basic position G3 when an energy supply is interrupted, thus ensuring that at least the third flow path W3 is released in the event of a failure of the system, in particular in the event of a failure of the second valve device 20. As a result, it is possible to use a proportional valve with low leakage as the first valve device 14, wherein discharge of the leakage flow is ensured via the third flow path W3. This prevents an uncontrolled rise in the fluid pressure due to leakage of the first valve device 14 and release of the parking brake in the event of a failure of the second actuating unit 7 or of the second valve device 20. Moreover, a simple proportional valve can be used for the first valve device 14, thus enabling the second actuating unit 7 to be configured in a low-cost manner.

REFERENCE SIGNS

[0050] 1 actuating arrangement [0051] 2 shaft [0052] 3 coupling element [0053] 4 wheel brake cylinders [0054] 5 actuating unit [0055] 6 transmission device [0056] 7 actuating unit [0057] 8 spring-loaded cylinder [0058] 9 fluid system [0059] 10 housing [0060] 11 piston [0061] 12 pressure chamber [0062] 13 spring [0063] 14 valve device [0064] 15 non-return valve [0065] 16 filter device [0066] 17 pressure detection device [0067] 18 fluid line [0068] 19 fluid line [0069] 20 valve device [0070] 21 valve device [0071] 22 bypass line [0072] B braking position [0073] F1, F2 braking forces [0074] F release position [0075] G1, G2, G3 basic position [0076] S1, S2, S3 switching position [0077] W1, W2, W3 flow path [0078] H high-pressure side [0079] N low-pressure side