Compressed air device for a trailer

Abstract

The invention relates to a compressed air device (125) for a trailer of a utility vehicle. In the compressed air device (125), a parking brake valve (10) has two actuators (109, 110). By means of the actuators (109, 110), an electric actuation of the parking brake valve (10) can be realized (in addition to a manual actuation of the parking brake valve (10)). Thereby, additional functions can be ensured, such as a non-motorized function, an emergency brake function, an emergency brake function override function and / or a parking safety function.

Description

Technical Field

[0001] This invention relates to a compressed air device for a trailer of a commercial vehicle. Here, the compressed air device for the trailer exists only in a parking valve constructed as a structural unit. Alternatively, the compressed air device may be a structural unit that also has a control valve in addition to the parking valve, or the compressed air device may be a valve device constructed as a structural unit, in which at least one other structural element is integrated. However, the compressed air device may also be a commercial vehicle trailer-compressed air system having multiple interconnected structural elements and / or structural units and, for example, may have a parking valve and an EBS control unit, optionally at least an air spring device and / or a structural element of another load circuit, and may even have connections to a coupler-reservoir and / or a coupler-brake and / or a spring accumulator brake, a service brake, or a combined brake cylinder. In these different embodiments, the structural units may have a common housing, or the structural elements of the structural units may be constructed as sub-modules, which are then directly fixed to each other (especially by flange connections) to form a main module, which then constitutes the structural unit. Background Technology

[0002] Document DE 10 2017 118 529 B4 describes a trailer brake control unit constructed as a structural unit. An electronically controlled modulator-valve device is integrated within this structural unit to generate a modulated service brake pressure to prevent wheel lock-up, which is then applied to the trailer's service brakes. Furthermore, a spring accumulator brake-valve device is integrated into the structural unit to generate a spring accumulator brake pressure that is determined for the spring accumulator brakes. Here, the spring accumulator brake pressure is related to brake control pressure, storage line pressure, electronic control, and a pneumatic or electrical signal preset by the user. The modulated service brake pressure generated by the modulator-valve device and the spring accumulator brake pressure generated by the spring accumulator brake-valve device are respectively supplied to the input of an anti-compound valve configured as a directional valve, the output of which is connected to the trailer's spring accumulator brake cylinder. Reference DE 10 2017 118 529 B4 proposes that the spring accumulator braking function should be implemented using a spring accumulator braking-valve device. For example, the following spring accumulator braking function is mentioned here:

[0003] - The spring accumulator braking function can be a parking function, allowing the user to operate and release the parking brake at will via the spring accumulator brake. Here, the user can control the parking function, for example, through a manually operated ventilschieber, which can directly initiate the parking function or trigger pre-control. Alternatively, the user can control the parking function via an electrical signal generator such as an electric switch or via a smartphone.

[0004] Furthermore, the spring accumulator braking function can be either a release or a dispatch function. This is understood as the spring accumulator brake being inflated by a user-defined preset. The release or dispatch function allows compressed air to be supplied to the trailer brake control unit if there is no pressure at the supply connector (especially for a disengaged trailer), thus enabling trailer dispatch. This user-defined preset can be achieved by operating a valve spool or by operating an electrical signal generator such as an electric switch.

[0005] - The spring accumulator braking function can be an automatic parking brake release function. The parking brake release function is understood here as the automatic inflation of the spring accumulator brake via the electronic control unit, which inflates the trailer in preparation for an upcoming or already started trip with a speed increase from zero. The parking brake release function is particularly useful when the driver forgets to manually release the trailer's spring accumulator brake at the start of the trip.

[0006] - The spring accumulator braking function can be a "slip-in-the-wheel function." If the electronic control unit detects that the tractor's drive system is in a slip-in-the-wheel motion, it automatically operates the spring accumulator brake, applying braking force to the tractor through the drive system without requiring the user to operate the service brake or the spring accumulator brake. This slip-in-the-wheel function prevents the trailer from colliding with the tractor.

[0007] - The spring accumulator braking function can also be called an "emergency braking function". This emergency braking function uses the pressure drop at the supply joint of the trailer brake control unit to cause the spring accumulator brake to release air, thereby achieving emergency braking of the trailer through the spring accumulator brake.

[0008] - The spring accumulator braking function can be an override function, which makes the implementation of the emergency braking function described above dependent on another standard, such as operating parameters or pressure. Therefore, with the override function, although the pressure drop at the supply connector of the trailer brake control unit temporarily prevents the release of air from the spring accumulator brake, for example, until the pressure in the container of the service brake falls below a threshold, at which pressure can still be applied by the service brake (and in some cases, the anti-lock braking system). Thus, the emergency braking function via the spring accumulator brake is delayed and only executed when emergency braking is actually required.

[0009] - The spring accumulator braking function can be a "spring accumulator brake - immobilisier function," which can only release the spring accumulator brake if verified beforehand. If the trailer is stolen, the spring accumulator brake - immobilisier function can also be activated via a mobile phone communicating with the trailer brake control unit. Verification can be achieved by entering a password into the input device in the driver's cab or elsewhere on the commercial vehicle or trailer, or by executing a verification sequence such as operating various vehicle control elements like pedals or the ignition key in a predetermined order, or verification can be performed via mobile phone.

[0010] - The spring accumulator braking function can be described as "adjusted spring accumulator braking function". This is understood as adjusting the pressure generated in the spring accumulator brake chamber, which results in reduced slippage between the wheel associated with the spring accumulator brake and the lane, and / or should ensure that wheel lock-up is prevented due to operation of the spring accumulator brake, thereby integrating anti-lock braking function into the spring accumulator brake.

[0011] - The spring accumulator braking function can be an "automatic parking valve operation function." This automatic parking valve operation function should prevent functional loss or dangerous situations arising from the driver forgetting to operate the parking valve in the parking position. Especially when the pressure in the storage line drops (which may be particularly true when the trailer is disengaged from the tractor), the automatic parking valve operation function automatically switches the parking valve of the parking brake system to the parking position.

[0012] - The spring accumulator braking function can be a "user-controlled spring accumulator braking function", whereby the driver can quantitatively operate the spring accumulator brake in any number of steps or steplessly to induce a quantitative braking action through the spring accumulator brake independent of the operation of the brake pedal and the service brake.

[0013] - The spring accumulator braking function can be a "streckbremsfunktion" function, which keeps the commercial vehicle consisting of the tractor and trailer in an upright position to avoid trailer swaying and so-called unwanted blade movement.

[0014] Any electrical, pneumatic, or electro-pneumatic components and sub-structural units can be integrated into the structural unit of the trailer brake control unit. This may involve check valves, anti-mixing valves, quick-release valves, manually operated valves, or valves sold by the applicant under the names TEM, TrCM, TrCM+ (with "safe parking" function) to maintain pressure at the container connection. Dispatch valves and / or parking valves should either be absent here or constructed as separate valves, which should then be located elsewhere in the vehicle.

[0015] Document EP 2 121 395 B2 discloses a trailer braking device in which a parking valve and a regulating valve are integrated into a single structural unit. The pressure generated by this structural unit is supplied to the spring accumulator brake via an anti-mixing valve configured as a directional valve. The other input of the anti-mixing valve is supplied with pressure that is used to control the EBS control unit of the trailer's service brake. Here, an overflow valve is arranged in the connecting pipe between the storage container for the service brake and the storage container for the air spring, which is used to maintain the pressure in the air spring. Document EP 2 121 395 B2 further proposes that the parking release safety valve, lift valve, anti-mixing valve, and overflow valve are also integrated into the structural unit, thus all components except the EBS control unit and the mechanical leveling valve should be combined into a single housing.

[0016] Document DE 10 2005 019 479 B3 discloses a trailer brake valve, which is connected to two coupling heads of a trailer on the input side, and on the output side, it is connected to a spring accumulator brake on one side and to the trailer's service brake via an EBS control unit on the other. It is proposed that a parking valve be integrated into the trailer brake valve. A container connector for the storage container in the service brake circuit and a container connector for the storage container in the air spring circuit are interconnected via an overflow valve. The trailer brake valve has an emergency brake valve whose valve position is related to the pressure on the coupling head-accumulator. For the pressure acting on the coupling head-accumulator, the emergency brake valve further transmits the pressure on the coupling head-brake to the EBS control unit, which outputs a braking pressure suitable for the service brake. Conversely, if a sudden pressure drop occurs in the coupling head-reservoir, for example due to a pipe rupture or leak, the emergency brake valve is switched to an operating position in which the pneumatic control connector of the EBS control unit is loaded via the emergency brake valve with pressure from the reservoir used for the service brakes, thereby enabling braking of the commercial vehicle under pressure modulation. Document DE 10 2005 019 479 B3 also proposes integrating a lift valve into the trailer brake valve for arbitrarily raising or lowering the vehicle body. The lift valve has an electro-pneumatic reset-to-ride function.

[0017] Documents EP 2 757 006 B1 and EP 2 757 010 B1 disclose a valve device constructed as a structural unit, which integrates a parking valve, a control valve, and an emergency brake valve. A coupling head-brake is connected to the supply connector of the valve device, while the parking brake connector of the valve device is connected to a spring accumulator brake via an anti-mixing valve constructed as a reversing valve and a quick-release valve. The coupling head-accumulator is connected to a control connector of the EBS control unit, bypassing the valve device (via the reversing valve). Modulated braking pressure output from the EBS control unit is supplied to the service brake and another input of the anti-mixing valve. A relief valve with limited backflow can also be integrated into the valve device, through which the air spring circuit is supplied. This document also proposes to integrate a valve unit into the valve device, which electronically adjusts the loading of the air spring bellows and the lifting bellows based on the measured horizontal height signal.

[0018] Document WO 2016 / 135567 A1 discloses a valve device constructed as a structural unit, in which dual-loop service brake control can be achieved by means of two EBS control units. Furthermore, valves for controlling the air spring bellows and the lift axle are integrated into the valve device. Finally, the valve device has an emergency brake valve that acts on the service brake. The control of raising and lowering the air spring bellows and the operation of the emergency brake valve are achieved here via a pneumatic control joint of the valve device.

[0019] Other existing technologies are known, for example, from document EP 1 188 634 B2. Summary of the Invention

[0020] The objective of this invention is to provide a compressed air device for trailers of commercial vehicles that ensures an expanded range of functions within a compact configuration.

[0021] The compressed air device according to the invention includes a parking valve. The parking valve has a parking brake connector, which (either directly via a pipe or indirectly connected via a pneumatic structural element) is connected to at least one spring accumulator chamber of a spring accumulator brake or a combined brake cylinder. The parking valve has a parking position and a released position (wherein, the parking valve may have only these two positions or may have any other positions). The parking brake connector is vented in the parking position, which may always be the case or may be related to other operating conditions or the position of another valve. The parking brake connector is inflated in the released position of the parking valve, which may also be forced or may be related to other operating conditions or the valve position of another valve. The parking valve has at least one manual operating element. This manual operating element enables manual operation of the parking valve, by which the parking valve can be switched from the parking position to the released position on the one hand, and from the released position to the parking position on the other hand. In principle, the release and parking positions are stable, allowing them to be maintained after manual operation of the control element. In this regard, the parking valve can also be constructed according to parking valves known from the prior art.

[0022] According to the present invention, the parking valve has two electrically operable actuators. The first actuator enables the parking valve to be switched from a parking position to a released position and / or held in the released position. Conversely, the second actuator enables the parking valve to be switched from a released position to a parking position and / or held in the parking position. The two actuators preferably act on the valve element of the parking valve in opposite directions. According to the present invention, these two actuators expand the possibilities for influencing the operating position of the parking valve and thus the compressed air system and the commercial vehicle trailer-compressed air system:

[0023] In the compressed air device according to the invention, the electronic control unit has control logic. With the aid of the control logic, the following additional functions can be provided alternatively or cumulatively (in any combination and any number of the following functions) through suitable electrical control of the two actuators:

[0024] a) The control logic can check the eligibility of the trailer for driving.

[0025] Qualification checks can, for example, involve checking whether the user has activated the anti-theft device (Diebstahlschutz) or anti-theft lock (Wegfahrsperre). This activation can be achieved, for example, through an operating element of the trailer or tractor unit that communicates (wirelessly or wiredly) with a control unit to transmit the operation of the anti-theft lock or device to the control unit. Alternatively, activation of the anti-theft lock or device can be achieved via a mobile phone, which wirelessly communicates with the control unit performing the check (either directly or with an intermediate transmitting and / or receiving device and control unit connected in between). Furthermore, qualification checks can be performed by the user or driver in the form of authentication, for example, by entering a password into an input device in the driver's cab or at another location on the commercial vehicle or trailer, allowing authentication to distinguish between qualified and unqualified drivers or users to move the trailer. This authentication can also be achieved by executing a authentication sequence. The authentication sequence can, for example, be the operation of various vehicle operating elements such as pedals or ignition key in a predetermined order. Alternatively, the user or driver can perform authentication via a mobile phone. Furthermore, the qualification check could involve verifying whether the tractor unit that should be coupled to the trailer, or is already coupled, is qualified to move the trailer. This could be achieved, for example, by transmitting the type or name of the tractor unit, where the type or name of the tractor unit could be stored in the control unit or associated storage unit. For instance, the name could indicate a parking lot tractor unit qualified to operate with a specific trailer in the parking lot.

[0026] If the qualification check results in disqualification, the non-motorization function is executed by manipulating the second actuator to either switch the parking valve from the released position to the parking position or hold the parking valve in the parking position. This causes the spring accumulator chamber, which is connected to the parking brake connector of the parking valve, to release air, thereby activating the parking brake and preventing the trailer from moving.

[0027] b) Alternatively or cumulatively, the control logic of the control unit may check whether the emergency braking standard exists.

[0028] Emergency braking criteria could be, for example, checking the integrity of the mechanical, electrical, and / or pneumatic coupling between the tractor and trailer. If this is not the case, then emergency braking criteria exist. Therefore, for example, an emergency braking criterion could be to analyze and assess whether the pressure at the coupling head-reservoir is below a threshold, which can serve as an indicator of: coupling head-reservoir detachment, leakage at the coupling head-reservoir or in the supply lines, or non-compliance of the compressed air supplied from the tractor. The corresponding situation applies when damage is determined to be present at the electrical or electro-pneumatic connection between the tractor and trailer.

[0029] Another emergency braking criterion could be monitoring the operating status of the trailer and, in particular, the commercial vehicle trailer-compressed air system, such as determining overheating of the trailer's wheel brakes, leaks in the commercial vehicle trailer-compressed air system or storage containers (especially in the service brake circuit for the trailer), or damage to structural components (such as valves) of the commercial vehicle trailer-compressed air system.

[0030] Alternatively, the emergency braking standard can be provided by the collision monitoring system of the tractor unit, which should trigger emergency braking if there is a risk of collision.

[0031] In this variant of the invention, the control logic implements the emergency braking function when an emergency braking criterion is present by manipulating the second actuator to either switch the parking valve from the release position to the parking position or to hold the parking valve in the parking position. Therefore, during trailer operation, emergency braking of the trailer can be triggered by switching the parking valve to the parking position by releasing air from the spring accumulator chamber and activating the parking brake.

[0032] c) Alternatively or cumulatively, the emergency braking criteria can be checked first using control logic, as described above. Additionally, the control logic can also check whether there is pressure above the threshold in the trailer's storage container for the service brakes.

[0033] If the pressure in the storage container is above a threshold, this pressure ensures that the trailer can still be braked according to regulations via the trailer's service brake. This braking via the service brake has the advantages of graded service braking (i.e., incomplete braking) and / or pressure modulation of the service brake operation for optimization or to ensure traction, which is not guaranteed in some implementations in the case of emergency braking via the spring accumulator brake. If the pressure in the storage container is above the threshold, the service brake can be operated as an emergency brake or no emergency braking may occur, and it is further ensured that the operation of the trailer's service brake is achieved by the tractor (here, by the driver operating the brake pedal or by the braking signal from the automatic driving system). If no emergency braking criterion exists and the pressure is above the threshold, the control logic of the control unit executes the emergency braking function – over-control function. This emergency braking function – over-control function can be triggered by not operating the second actuator to switch the parking valve from the release position to the parking position or to hold the parking valve in the parking position. This only occurs when the pressure (especially due to at least one completed service brake application on the trailer) drops below a threshold. However, within the scope of this invention, it is also possible to actuate the second actuator to implement the emergency braking function, even though in principle the second actuator is operated to implement the emergency braking function in cases where not only an emergency braking criterion exists but the pressure is above the threshold. In such cases, the first actuator is also operated. The operation of the first actuator takes precedence over triggering the emergency braking function via the second actuator, such that the operation of the first actuator causes the parking valve (even when the second actuator is operated) to transition from the parking position to the release position or remain in the release position.

[0034] d) Alternatively or cumulatively, the control logic of the control unit may check whether the parking status exists.

[0035] The presence of a parking status can be detected, for example, by detecting that the trailer has detached from or has detached from the tractor. This can be identified, for example, by the release of the coupling head-reservoir, thus eliminating pressure in the trailer's supply lines, which can be sensed by a pressure sensor. Alternatively or cumulatively, the detachment of the trailer can be sensed by a mechanical coupling sensor between the tractor and the trailer. Furthermore, detachment can be identified by recognizing the relative movement between the tractor and the trailer. Alternatively or cumulatively, the parking status can be identified by sensing the operation of the tractor's parking brake, by detecting the driver leaving the cab, etc. For example, leaving the cab can be identified by a seat occupancy sensor for the driver's seat, a door sensor detecting the driver's door opening, etc. Furthermore, the presence of a parking status can be identified by tractor operating parameters, such as the release of tractor ignition. Additionally, the presence of a parking status can be identified based on tractor or trailer operating parameters, such as manually operating a lift valve to change the vehicle's level, for example, to adapt the level to a slope. However, various other standards for checking the presence of parking conditions are also possible within the scope of this invention.

[0036] If the control logic identifies the presence of a parking condition, it manipulates the second actuator to implement the parking safety function by switching the parking valve from the release position to the parking position and / or holding the parking valve in the parking position. This achieves (partial) automation by making manual operation of the parking valve by the driver optional, at least in some operating conditions. Furthermore, the parking safety function enhances safety by ensuring the parking brake is engaged even if the driver forgets to manually switch the parking valve to the parking position.

[0037] The first and second actuators can be based on the same or different construction principles. Each actuator can act directly or indirectly, especially when there is a drive connection or transmission connection in between, on the valve element of the parking valve, such as the valve core or the switch shaft (Schaltwelle).

[0038] The actuator may have both an operating state that affects the parking valve and an operating state that does not affect the parking valve. The affected operating state can be either an electrically operated operating state or a non-electrically operated operating state of the actuator. In the unaffected operating state, the actuator does not exert any influence on the parking valve, particularly on the valve element, so that the valve element can be moved, for example, manually or by another actuator. Conversely, in the affected operating state, the actuator performs a transition to each state with the influence generated by the actuator (i.e., for the first actuator, transitioning the parking valve from the parking position to the release position, and for the second actuator, transitioning the parking valve from the release position to the parking position).

[0039] The actuator can be a purely electric actuator, particularly in the form of an electromagnet, which exerts influence on the valve element of the parking valve, directly or indirectly, especially through an armature. Alternatively, the actuator can be electropneumatically configured with an electropneumatic pre-control valve, wherein the solenoid valve controls the pre-control pressure by electrical actuation. This pre-control pressure is then supplied to a pneumatic control joint or piston, which then generates an influence acting on the valve element of the parking valve.

[0040] In one embodiment of the invention, the compressed air device has a valve device constructed as a structural unit. Alternatively or cumulatively (in any combination and number of the structural elements), the following structural elements may be integrated into this valve device:

[0041] a) The parking valve described above can be integrated into the structural unit.

[0042] (b) Alternatively, the structural unit may have a control valve. This control valve is preferably a manually operable control valve, which can be configured, for example, as a two-position three-way directional valve without electrical control. The control valve may have a supply connector, an output connector, and a container connector. When pressure is applied to the supply connector, the control valve automatically occupies the driving position. In the driving position, the output connector of the control valve is connected to the supply connector, while the container connector is closed. Conversely, if there is no pressure at the supply connector (especially when the trailer is detached from the tractor), the control valve can be manually switched to the control position (also known as the release position). In the control position, the output connector of the control valve is connected to the container connector. The pressure at the container connector (and thus in the connected container) is therefore "simulated" for the detached trailer, replacing the storage pressure of the tractor for coupling the trailer: the tractor is coupled and the control of the trailer is possible without the tractor.

[0043] c) Alternatively, the structural unit may have a lift valve device through which the driver can manually raise and / or lower the vehicle body when the trailer is parked. Preferably, the lift valve device also has a so-called reset to driving function (see especially document EP 0 520 148 B1), the electrical triggering of which can also be ensured by the aforementioned control unit.

[0044] d) Alternatively or cumulatively, the structural unit may have a leveling valve device, which may be a mechanical leveling valve. However, it is preferably an electronic leveling valve device, which controls the leveling valve based on at least one electrical leveling signal from the wheel, trailer axle, or vehicle body for inflating and deflating the air spring bellows associated with the wheel or axle. Alternatively or cumulatively, the electronically controlled leveling valve device may enable manual triggering and electro-pneumatic lifting of the vehicle body by means of a driver operating a corresponding electrical switch or operating element. It may also enable dynamic and automatic leveling adjustment during driving operation by means of an electronically controlled leveling valve device to ensure control or adjustment in terms of sway, pitch, or yaw during driving. Furthermore, the electronically controlled leveling valve device may ensure different driving levels, for example, based on speed.

[0045] e) Alternatively or cumulatively, the structural unit may have a lifting shaft valve device, wherein, for example, in relation to the load, the activation and deactivation of the lifting shaft is controlled on the one hand by the inflation and deflation of the carrying bellows (Tragbalg) and on the other hand by the inflation or deflation of the lifting bellows.

[0046] f) Alternatively or cumulatively, the structural unit may include a pressure sensor. This pressure sensor may, for example, sense the pressure at the supply connector or the pressure of the piston loading the parking safety device or emergency braking device. Alternatively, the pressure sensor may sense the pressure at the parking brake connector of the parking valve.

[0047] (g) Alternatively or cumulatively, the relief valve can be arranged within the structural unit. For example, a branch line to another load circuit may also exist within the structural unit, which can be controlled by a compressed air unit (except for controlling the spring accumulator brake and, if necessary, the service brake). For example, such a branch line could lead to an air spring circuit. In this case, the relief valve can be connected between different load circuits and integrated into the aforementioned branch line to enable lateral flow between different load circuits while ensuring pressure safety for operational safety.

[0048] In one variant of the invention, the electronic control unit (which has control logic for performing non-motorized functions, emergency braking functions, emergency braking-override functions, and / or parking safety functions) is part of the valve assembly and thus part of the structural unit constructed by the valve assembly. This electronic control unit can communicate (wired or wirelessly via transmitting and / or receiving devices) with other control units of the trailer, particularly the EBS control unit and / or the tractor unit's control unit.

[0049] In a variant of the invention, the control unit having the above-described control logic is configured as an EBS control unit. In this case, the parking valve or valve assembly has an electrical control connector. This electrical control connector is connected to a corresponding control connector of the EBS control unit via a control line. Through this control line and the electrical control connector of the parking valve or valve assembly, the EBS control unit can control the first actuator and / or the second actuator. The EBS control unit is therefore configured to be multifunctional, as it is responsible for both controlling the service braking pressure for the service brake by modulation and controlling the parking valve, in this case, the actuator.

[0050] The present invention includes a compressed air device in which the coupling head-brake is connected to the EBS control unit via a valve device configured as a structural unit. Here, the valve device can influence the braking control pressure transmitted through the coupling head-brake, or the valve device can only transmit the braking control pressure. Alternatively, the valve device may have a trailer brake valve that generates braking control pressure in emergency braking situations, particularly when there is a sudden pressure drop in the coupling head-reservoir (even if no braking control pressure is transmitted through the coupling head-brake). This braking control pressure generated by the trailer brake valve is then transmitted to a corresponding brake control connector of the EBS control unit, allowing the EBS control unit to initiate emergency braking via the service brake.

[0051] In another variation of the invention, the EBS control unit is connected to the coupling head-brake, bypassing the valve assembly, so that the braking control pressure transmitted from the tractor to the trailer is directly transmitted to the braking control input of the EBS control unit. In this case, the EBS control unit is connected to the parking brake connector of the parking valve, so that the pressure output from the parking valve is transmitted to the EBS control unit, and the EBS control unit can accordingly load the spring accumulator chamber of the trailer's spring accumulator brake.

[0052] A direct connection between the coupling head-brake and the EBS control unit allows for a simple piping connection, eliminating the need for intermediate pneumatic valve components, throttles, etc. This approach ensures, for example, a direct and undistorted response of the service brake to the pre-defined braking control pressure via the coupling head-brake, as pneumatic components, such as integrated valve devices, that may be integrated into the brake control piping can distort the braking control pressure. Potential throttling effects of intermediate pneumatic components in narrow sections, transitional cross-sections, or areas of the valve cross-section can cause delays in the establishment or reduction of braking control pressure at the brake control input of the EBS control unit. This delay results in insufficient dynamics when operating the service brake.

[0053] Another embodiment of the invention relates to an actuator, specifically a second actuator configuration. In this embodiment, the second actuator has a pressure chamber. The pressure chamber is applied with the pressure from the supply connector of the parking valve. The pressure chamber is confined by a piston, thus the pressure from the supply connector acts on the piston. The piston is spring-loaded such that the spring, when there is no pressure on the supply connector, occupies a first operating position due to its own action, while the pressure applied to the pressure chamber results in a second operating position. The piston is coupled to a push rod. The push rod forms a mechanically driven connection with the valve element of the parking valve to transition the parking valve from a release position to a parking position. In its simplest form, the push rod rests against a switch shaft or valve core with one end side or operating surface. Here, the formation of this contact and thus the transition from the release position to the parking position can be achieved by applying pressure to the pressure chamber. Preferably, the formation of this contact and the transition of the parking valve from the release position to the parking position for depressurization of the pressure chamber are achieved by the influence of the spring, which can be eliminated by applying pressure to the pressure chamber. Within the scope of this invention, the push rod can therefore be loosely coupled to the valve element. Thus, a mechanical drive connection is achieved and influence is applied in the operating position where the parking valve is affected, while in the operating position where no influence is generated, the push rod can be spaced apart from the valve element or can simply be loosely attached to the valve element, thereby allowing the valve element to move freely manually between the parking and release positions. Alternatively, the push rod and valve element can be coupled together through a gap, elongated hole, etc., resulting in a restricted degree of freedom between the push rod and the valve element. The mechanical drive connection used to switch the parking valve from the release position to the parking position is ensured by restricting the degree of freedom between the push rod and the valve element.

[0054] In principle, the pressure chamber may be permanently connected to the supply connector, or this may only be the case under selected operating conditions, such that at least one additional valve element may also be arranged between the pressure chamber and the supply connector. In one embodiment of the invention, the pressure chamber is connected to the supply connector via an electrically emergency braking function – a control valve.

[0055] With the pressure chamber permanently connected to the supply connector, a pressure drop at the supply connector will forcibly cause a pressure drop in the pressure chamber, resulting in the parking valve switching from the release position to the parking position. The emergency braking function triggered by this can be related to the operating state of the electric emergency braking function-override valve: the emergency braking function-override valve is activated when the pressure drops at the supply connector by connecting the pressure chamber to the storage container. Therefore, the pressure in the storage container prevents the emergency braking function from being activated. Then, if a pressure drop is detected in the storage container, especially below a threshold (for which service braking is no longer possible when using the storage container), the emergency braking function-override valve can be switched so that the emergency braking function is then activated.

[0056] In an alternative configuration of the invention, the parking valve has a control connector. The overrun valve, in the overrun position, connects the control connector of the parking valve to a storage container, particularly for the service brake circuit. Applying pressure from the storage container to the control connector causes the parking valve to either transition to the release position (especially if the parking valve had previously transitioned to the parking position with the emergency braking function) or remain in the release position, preventing the parking valve from transitioning to the parking position via the emergency braking function. Therefore, braking of the commercial vehicle (with or without emergency braking) can be achieved first via the service brake, and then, later, via the spring accumulator brake, as the pressure in the storage container decreases.

[0057] In one embodiment of the compressed air device according to the invention, the second actuator has a non-motorized valve. This non-motorized valve can be positioned before or after the parking valve. The non-motorized valve has two operating states: a non-motorized operating state and a motorized operating state. In the non-motorized operating state, flow from the parking valve to the EBS control unit is impossible, but flow from the EBS control unit to the parking valve is possible. This means that it is impossible to inflate the parking brake connector associated with the EBS control unit through the parking valve. Therefore, for example, in the absence of the required qualifications, inflating the parking brake connector of the EBS control unit and thus releasing the parking brake cannot be achieved. Conversely, in the motorized operating state, the parking brake can be deflated by flow from the EBS control unit to the parking valve, so that the operation of the spring accumulator brake is not prohibited by its deflating. Conversely, if the non-motorized valve occupies the motorized operating position, then flow is possible not only from the parking valve to the EBS control unit, but also from the EBS control unit to the parking valve. Therefore, the non-motorized valve does not affect other functions in the motorized operating position. In the simplest case, in the motorized operating position, only the flow between the parking valve and the EBS control unit is conducted in both directions.

[0058] The non-motorized valve can have any switching state and any switching logic. Alternatively, the non-motorized valve can be held in a motorized operating state by pneumatic loading or energizing another control valve, so that the non-motorized valve does not return from the motorized operating state to the non-motorized operating state. In one embodiment of the invention, if the pressure in the parking brake line leading to the EBS control unit exceeds a threshold, the non-motorized valve occupies (or maintains) the motorized operating state. This embodiment only needs to ensure that the non-motorized valve occupies the motorized operating state for a certain period of time so that the pressure in the parking brake line increases. If this increase exceeds the threshold, the pressure automatically holds the non-motorized valve in the motorized operating state, so that no additional control measures are needed to prevent the non-motorized valve from unintentionally returning to the non-motorized operating state.

[0059] Within the scope of this invention, the non-motorized valve is directly electrically controlled and therefore constructed as a solenoid valve. In another proposed embodiment, the non-motorized valve is pre-controlled electro-pneumatically via a pre-control valve. Here, for a particular proposed embodiment, the pre-control valve is constructed as an emergency braking function-override valve. Therefore, in this case, the emergency braking function-override valve can be utilized in multiple ways.

[0060] One embodiment of the invention ensures that the pneumatic control connector of the non-motorized valve can alternatively be connected to the pre-control valve or the emergency braking function override valve on one hand, and to the parking brake line on the other. This can be achieved, for example, by using a reversing valve, the output of which is connected to the pneumatic control connector of the non-motorized valve, one input of which is connected to the parking brake line, and the other input of which is connected to the pre-control valve or the emergency braking function override valve. However, it is also entirely possible to ensure the alternative connection by using a switching valve having an output connector connected to the pneumatic control connector of the non-motorized valve and two alternative input connectors, one of which is connected to the pre-control valve or the emergency braking function override valve and the other input connector is connected to the parking brake line.

[0061] For different functions that can be integrated into the valve device within the scope of this invention, a single electrically controlled valve can be used. In a particular embodiment of the invention, the emergency braking function override valve is configured multifunctionally. In this case, the emergency braking function override valve controls not only the emergency braking valve override function but also the resetting of the lifting valve device to the driving function. This configuration is based on the understanding that the interaction between the emergency braking valve override function and the resetting of the lifting valve device to the driving function is impossible because the resetting to the driving function only has an effect when the vehicle is moving, while the emergency braking valve override function is only implemented while the vehicle is in motion. Therefore, it is possible that the same output pressure or pressure pulse of the emergency braking function override valve can be used not only for triggering and providing the emergency braking valve override function but also for resetting the lifting valve device to the driving function.

[0062] According to another embodiment of the invention, the valve device has wireless transmitting and / or receiving means, wherein the means may be unidirectional, by which the valve device receives only data or transmits only data, or the wireless transmitting and receiving means may be bidirectional, thereby enabling the valve device to both receive and transmit data via the wireless transmitting and receiving means. This data may be, for example, measurement data and / or control presets or control signals.

[0063] Within the scope of this invention, the valve device may also integrate input and / or output devices.

[0064] Input and / or output devices may be displays, auditory signal devices, touch screens, switches, keyboards, etc. Input and / or output devices are used to communicate with users, for example, by transmitting the operating status of the tractor, trailer, and / or commercial vehicle trailer-compressed air equipment to the user, and / or for user input regarding changes in their operating status.

[0065] Communication between the electronic control unit of the EBS control unit or valve device and another control unit and / or sensor, as well as input and / or output devices, can be achieved through commonly used wired or wireless connections, bus systems, CAN, LIN, or radio interfaces.

[0066] Input and / or output devices are particularly capable of performing the following functions: input and / or output:

[0067] - This can be achieved by displaying the status of at least one connected system on the output device. For example, it can display the operating status of the EBS control unit, the pressure in at least one tire (transmitted via a tire pressure monitoring system), and / or the output of the communication system. If the trailer is equipped with a cooling unit, the current cooling temperature of the cooling unit can be output via the output device. The operating status of the CAN hub and / or CAN router can be output. The operating status of the reversing device and corresponding warning devices and / or the image from the reversing camera can be displayed. The operating status of the reversing camera can also be displayed. The status of the lighting system can be output.

[0068] - Yes, operating parameters can be changed via input devices. Therefore, for example, a change in the cooling unit's temperature can be preset, or a change in the operating mode of the EBS control unit or tire pressure monitoring system can be caused.

[0069] - This could be the diagnosis of a system connected via input and / or output devices, particularly a valve device, and / or the diagnostic results of a system with output connections, such as system X being "fully functional", "limited functional", or "non-functional".

[0070] - Yes, system parameters can be read through input and / or output devices, so that the output devices also have interfaces suitable for this reading.

[0071] - Yes, the input and / or output devices may also have interfaces for performing software updates.

[0072] - It is possible to achieve outputs or desired values ​​after changing the values ​​of the connected system via input and / or output devices, such as charging status, bellows pressure, tire pressure, temperature, vehicle frame height, cargo compartment temperature, door locking, and support in the case of a semi-trailer.

[0073] - Verification or password input can be achieved through input and / or output devices. Therefore, for example, verification required by a user or driver for a non-motorized device can be achieved through input and / or output devices.

[0074] - This can be the input of system parameters of a system that is connected via input and / or output devices.

[0075] - It is possible that functional requirements (such as the rated height of the vehicle frame, manual raising and / or lowering of the vehicle frame on a slope, requirements for raising or lowering the lifting shaft and / or saddle, and locking and / or unlocking of the cargo hold) can be pre-defined via input and / or output devices.

[0076] - It can be achieved by activating and / or deactivating the burglar protection system or burglar alarm system through input and / or output devices.

[0077] - Yes, the reset function can be triggered by input and / or output devices.

[0078] - It is possible that the release or operation of the parking brake can be pre-defined through input and / or output devices, as long as the corresponding parameters are met, such as coupling the trailer to the tractor, so that there is a storage pressure greater than a threshold that allows the system to operate normally, etc.

[0079] - It can be achieved through input and / or output devices, and if necessary, through an associated interface or wireless transmitting and / or receiving device, to communicate with, for example, the driver's smartphone, and, for example, via Bluetooth, wireless LAN, or mobile radio.

[0080] - Accordingly, communication with servers of, for example, logistics companies, factories, vehicle manufacturers, or system manufacturers can be achieved.

[0081] - It can be achieved by using input and / or output devices to communicate with the cloud server, such as for data management, data storage and archiving, and / or data analysis.

[0082] - It can be an input and / or output device used for communication with, in particular, the communication system of the tractor, the surrounding environment, or a satellite control communication system.

[0083] Integrating input and / or output devices into the valve assembly benefits from the fact that the valve assembly, which receives manually operated parking valves and manually operated control valves, must be located in a position on the trailer where the manual operating elements of the parking valves and control valves are easily accessible to the user. If input and / or output devices are also located in this position, the user can make necessary inputs (in addition to operating the parking valves and control valves) and can be informed of, and especially displayed to, the outputs, particularly information. Therefore, the valve assembly provides a "central station" for the user's interaction with the valve assembly and thus with the commercial vehicle trailer-compressed air system. Even with the implementation of communication between the input and / or output devices and wireless transmitting and / or receiving devices, it has proven advantageous that these transmitting and / or receiving devices are located at the positions of the parking valves and control valves, which are typically located in the side areas of the trailer. Here, wireless transmission from and to the transmitting and / or receiving devices is not interfered with by other structural elements, and the wireless transmission can be carried out in the outer area of ​​the trailer.

[0084] Advantageous extensions of the invention are derived from the specification and drawings.

[0085] The advantages of the features and combinations thereof described in the specification are merely exemplary and can work alternatively or cumulatively without necessarily requiring the implementation of the advantages according to embodiments of the invention.

[0086] This applies to the disclosures in the original application and patent: additional features can be derived from the drawings, particularly from the geometry and relative dimensions of the plurality of components shown relative to each other, their relative arrangement, and their effective connections. This also applies to features shown in separate drawings or mentioned in the description of the drawings.

[0087] The features described in the specification should be understood in terms of quantity as meaning that exactly the stated quantity or a greater quantity exists, without the need for deliberate use of the adverb "at least". That is, for example, when referring to an element, the element should be understood as meaning that exactly one element, two elements, or more elements exist. These features can be supplemented by other features or standalone features, constituting the corresponding result. Attached Figure Description

[0088] The invention is further described and illustrated below with reference to the preferred embodiments shown in the accompanying drawings.

[0089] Figures 1 to 20 schematically illustrate different configurations of commercial vehicle trailer-compressed air equipment or compressed air devices that can be used in commercial vehicle trailer-compressed air equipment.

[0090] In the accompanying drawings, the same reference numerals are used in part for components that are at least partially corresponding in shape and / or function. If the same component is used multiple times in the same drawing, these components are indicated by the same reference numerals and supplementary, distinguishing letters a, b, ... Referring to these components with or without the supplementary letters a, b, ..., it is possible to indicate only one component, some of any number of components, or all of the components referred to in these drawings.

[0091] In the accompanying drawings, commercial vehicle trailer-compressed air systems with different complexities, functional ranges, and load circuits represent single-circuit and dual-circuit service braking systems with or without air spring circuits and / or lifting shafts and associated lifting bellows and load-bearing bellows. Within the scope of this disclosure, the various components and functions can or should be interconnected as shown in the different drawings, wherein, however, it is also possible to eliminate individual components and / or functionalities. Detailed Implementation

[0092] Figure 1 illustrates a commercial vehicle trailer-compressed air system 1 according to the prior art. Here, a combined brake cylinder 26 having a spring accumulator chamber 27 and a service brake chamber 28 is loaded via the parking brake connector 24 and service brake connector 25 associated with the EBS control unit 23. The commercial vehicle trailer-compressed air system 1 has a valve device 4 configured as a structural unit 5, in which a parking valve 10 and a control valve 11 are integrated. According to the prior art, the valve device 4 is configured passively, such that the operating states of the parking valve 10 and the control valve 11 are only related to the pressure in the control line 20 and the manual operation of the operating buttons 12 and 13 of the parking valve 10 and the control valve 11. The input or supply connector 14 and the control line 20 are connected to the coupling head-reservoir 2 via the supply connector 6 of the valve device 4. The output connector 15 of the control valve 11 (which is connected to the input or supply connector 14 in the driving position of the control valve 11) is connected to the input connector 17 of the parking valve 10 via the connecting line 16. Check valves 18 and 55 are integrated in the connecting line 16. These check valves open from the control valve 11 toward the parking valve 10 and close in the opposite direction. A branch line 108 branches out between the check valves 18 and 55, connecting to the storage container 9 via the container connector 8 of the valve assembly 4. The branch line 108 also connects to the container connector 19 of the control valve 11. In the controllable position shown in Figure 1, the control valve 11 connects the container connector 19 to the output connector 15, while the input or supply connector 14 is closed. In the parking position shown in Figure 1, where the parking valve 10 is active, the parking brake connector 22 of the parking valve 10 and the parking brake connector 7 of the valve assembly 4 connected to the parking valve are connected to the vent connector 21, while the input connector 17 is closed. Conversely, in the release position shown in Figure 1, where the parking valve 10 is inactive, the input connector 17 connects to the parking brake connector 22. The parking brake connector 7 of valve device 4 is connected to the parking brake connector 29 of EBS control unit 23 via parking brake line 107. The container connector 30 of EBS control unit 23 is connected to storage container 9. The brake control connector 32 of EBS control unit 23 is connected to coupling head-brake 3 via brake control line 33.

[0093] According to Figure 1, the commercial vehicle trailer-compressed air equipment 1 can achieve the following operating states:

[0094] If connectors 2 and 3 are connected to the corresponding connectors on the tractor and storage pressure is provided through the coupling head-reservoir 2, the pressure loading of control line 20 causes dispatch valve 11 to switch to the driving position as shown in Figure 1. Compressed air from coupling head-reservoir 2 reaches storage container 9 through check valve 18, which can thus be filled. If parking valve 10 is still in the parking position according to Figure 1, parking brake joints 22, 7, and 29 are depressurized through parking valve 10, which causes spring accumulator chamber 27 to depressurize and activate the parking or spring accumulator brake. Manual switching of parking valve 10 causes parking valve 10 to be in the release position. Sufficient pressure in storage container 9 achieves pressure loading on parking brake joints 22, 7, and 29, which causes EBS control unit 23 to inflate spring accumulator chamber 27, thereby releasing the spring accumulator brake. The vehicle is thus ready to drive.

[0095] If, during vehicle operation, braking control pressure is generated on the tractor unit, particularly by the driver using the brake pedal or the automatic driving system, and this control pressure is transmitted to the coupling head-brake 3, then this braking control pressure reaches the parking brake connector 32 of the EBS control unit 23. The EBS control unit 23 then causes a corresponding pressure loading in the service brake chamber 28. Here, to ensure traction, the pressure loading in the service brake chamber 28 can be modulated by the EBS control unit 23 by reducing the pressure in the assigned service brake chamber 28 for such a long period when wheel slippage is detected, until traction is restored.

[0096] The description of Figure 1 applies in principle to the figures listed below. Figure 2 In this embodiment, the valve device 4 is not constructed to be passive; instead, it has a first actuator 109 that electronically switches the parking valve 10 from the release position to the parking position. Furthermore, the valve device 4 also has a second actuator 110 that electronically switches the parking valve 10 from the parking position to the release position. Figure 2 In the embodiment shown, actuators 109 and 110 are respectively configured as electromagnetic actuators, which generate magnetic force according to the energization of the associated control connectors 111 and 112. This magnetic force acts on the parking valve 10, here on the valve element of the parking valve 10, such as the switch shaft or valve core, so that the aforementioned change in the operating position is caused by the magnetic force.

[0097] In principle (as also shown below), electronic control of control connectors 111 and 112 can be achieved through an electronic control unit integrated into valve assembly 4, while for... Figure 2In the embodiment shown, the valve device 4 has an electrical control connector 46 through which control signals from the control connector 47 of the EBS control unit 23 can be transmitted via control line 48. Therefore, the EBS control unit 23 is responsible for operating the parking valve 10 in this embodiment.

[0098] Optionally, a pressure sensor 61 can be integrated into the valve device 4, which senses the pressure in the control line 20 and thus on the coupling head-reservoir 2. The measurement signal from the pressure sensor 61 can be transmitted to the EBS control unit 23 via control line 48, which can also be a bidirectional line, a data bus system, etc.

[0099] The electronic control of the parking valve 10 can, alternatively or cumulatively, ensure the following functions: For this purpose, the associated electronic control unit, here EBS control unit 23, can have corresponding control logic:

[0100] a) Emergency braking device 41 can be provided by controlling actuator 110 to ensure emergency braking function. If an emergency braking condition is recognized by the control unit, the parking valve 10 is switched to the parking position by energizing control connector 112, thereby activating the spring accumulator brake during trailer operation, thus causing emergency braking. Recognition of emergency braking conditions can be achieved, for example, by traffic monitoring, accident avoidance systems, or by recognizing driver incapacity due to health reasons. Preferably, the implementation of emergency braking function is achieved by energizing control connector 112 only or also upon recognition of a pressure drop on the coupling head-reservoir 2. This can be detected, in particular, by pressure sensor 61. Such a pressure drop can occur during trailer operation when a break or leak occurs in the area of ​​coupling head-reservoir 2, or when the compressed air supply to the tractor unit suddenly drops for other reasons.

[0101] b) Alternatively, actuator 110 may constitute non-motorized device 56. If there is insufficient verification to allow the trailer to move, non-motorized device 56 may switch parking valve 10 to the parking position or keep it in the parking position.

[0102] Such verification could, for example, involve the control unit identifying that coupling heads 2 and 3, and possibly the trailer's electrical or electronic ports, are connected to the corresponding coupling heads and ports of the tractor, thus allowing the tractor to operate with the trailer, while the identification of another tractor is not verified. Therefore, for example, the control unit could store a list of tractors present in the parking lot and qualified to tow trailers in that parking lot.

[0103] Alternatively, if the driver of the tractor unit has not yet verified, the non-motorized device 56 can be switched to the parking position. This can be achieved by entering a password or other code, such as into a smartphone or an input device in the driver's cockpit. Alternatively, verification can be achieved by querying a pre-defined sequence of operations on the tractor unit's operating elements, such as pedals, switches, etc.

[0104] Alternatively or cumulatively, if the existing radio connection of the control unit in control indicates that the trailer has been stolen or is not eligible for passive protection, the non-motorized device 56 is switched to the parking position, thereby providing an anti-theft lock.

[0105] c) The actuator 110 can be operated for the purpose of providing a parking safety device 35. This parking safety device 35 (also sold by the applicant under the name "Safe Parking") ensures that: in the event that the trailer is parked by the driver and the driver forgets to manually switch the parking valve 10 to the parking position; the trailer coupling heads 2, 3 are disengaged from the tractor and the trailer may therefore roll without applying the parking brake, the parking valve 10 is automatically switched to the parking position. If the disengagement of the tractor and trailer is detected, the control joint 112 can be operated to ensure the parking safety device 35. This can be detected by a mechanical coupling sensor between the tractor and trailer, a pressure sensor 61 (which detects the release of air from the coupling head-reservoir 2 upon disengagement), or by detecting an increase in the distance between the tractor and trailer. In such a detection, the EBS control unit 23 operates the actuator 110 such that it causes the parking valve 10 to enter the parking position.

[0106] d) Alternatively, actuator 109 may constitute an emergency braking function override device 43. Emergency braking function override device 43 provides the emergency braking function override function. If the emergency braking function is achieved by switching the parking valve 10 to the parking position when the control connector 111 of actuator 109 is not energized (especially by manipulating emergency braking device 41), the emergency braking function can be disabled by manipulating emergency braking function override device 43, temporarily keeping the parking valve 10 in the release position. If, for example, the control unit detects a pressure drop on the coupling head-reservoir 2 due to a breakage or leakage of the coupling head, directly implementing the emergency braking function via emergency braking device 41 will result in trailer braking via the parking brake, although the pressure in the reservoir 9 will be protected against a decrease via the coupling head-reservoir 2, and the pressure in the reservoir 9 can also achieve graded and modulated service braking via the brake control pressure on the coupling head-brake 3 through the EBS control unit 23 and correspondingly loading the service brake chamber 28. In this situation, the emergency braking function-override device 43 disables the emergency braking function for an extended period, as if reliable braking is still ensured by the service brakes. The emergency braking function is permitted, for example, only when the pressure in the storage container 9 falls below a threshold, wherein the operation of the emergency braking function-override device 43 is terminated, wherein the threshold preferably corresponds to the pressure required to apply the service brakes to ensure the trailer comes to a stop with the minimum service braking force or a predetermined number of braking maneuvers.

[0107] e) Alternatively, the trailer can be braked via a spring accumulator brake through the cooperation of actuators 109 and 110, in which the spring accumulator chamber 27 is not completely deflated, but rather allows for graded or even modulated braking. The pressure in the spring accumulator chamber 27 can be reduced in the parking position by reciprocating the parking valve 10, and increased by switching the parking valve 10 to the release position using actuators 109 and 110, by connecting the spring accumulator chamber 27 to the storage container 9.

[0108] To illustrate only a few examples that are not limiting of the invention, if a collision between the trailer and the tractor is detected, graded braking can be initiated in this manner. This can be identified, for example, by a coupling force sensor between the tractor and the trailer.

[0109] Alternatively, the parking brake can be used to induce tiered braking forces that correspond to the towing torque of the tractor unit. This towing torque relates to the braking force in the tractor unit, which is generated without operating the tractor unit's service brake. For example, this braking force can be based on the acceleration required by the inertial mass of the drivetrain when shifting to a lower gear, friction in the drivetrain, and especially in the transmission, or the towing torque due to the movement of the internal combustion engine pistons and possible compression in the internal combustion engine cylinders.

[0110] Alternatively, in the event of a malfunction or in a selected operating condition, the pressure on the coupling head-brake 3 can be sensed and, instead of controlling the service braking pressure for the service brake chamber 28, the actuators 109 and 110 can be used to output a graded braking pressure for the spring accumulator chamber. This graded braking pressure generates braking force through the parking brake, which corresponds to the braking force generated by the braking control pressure on the coupling head-brake 3.

[0111] A graded braking device (Bremsstufeinrichtung) 113 is formed by the mutual cooperation of actuators 109 and 110 to generate graded, constant, variable or modulated pressure for the spring accumulator cavity.

[0112] The aforementioned functions, along with parking safety device 35, emergency braking device 41, emergency braking function-override device 43, non-motorized device 56, and / or graded braking device 113, can be provided by actuators 109 and 110 and the control logic of electronic control unit, here EBS control unit 23. Here, control also includes regulation.

[0113] according to Figure 2 Actuators 109 and 110 are directly electronically controlled, while Figure 3 An embodiment of electro-pneumatic control of actuators 109 and 110 is shown. Actuator 109 has a solenoid valve 114, configured here as a two-position three-way reversing solenoid valve 116, which occupies its deflated position without current due to spring loading, and can be switched to the inflated position by means of an electrical control signal on control connector 111. Actuating the pneumatic control connector 49 of parking valve 10 via solenoid valve 114, applying pressure to the pneumatic control connector, causes parking valve 10 to switch to the released position. In the inflated position, solenoid valve 114 connects pneumatic control connector 49 to storage container 9.

[0114] Accordingly, the actuator 110 is configured to have a control connector 116 for the parking valve 10 (pressure applied to the control connector switches the parking valve 10 to the parking position) and a solenoid valve 117, which is also configured as a two-position three-way reversing solenoid valve 118. When de-energized, the solenoid valve 117 occupies its deflated position due to the action of a spring, while when energized, it occupies its inflated position, in which the solenoid valve 117 connects the storage container 9 to the control connector 116.

[0115] The function ensured by valve device 4 corresponds to the function ensured by valve device 2.

[0116] exist Figure 4 The embodiments shown are temporarily corresponding to those based on Figure 3 The embodiment is as follows. However, here the control of solenoid valves 114 and 117 is achieved by electronic control unit 105, which is integrated into valve device 4. Electronic control unit 105 can communicate with EBS control unit 23. Alternatively, the control of solenoid valves 114 and 117 can be redundantly achieved by one of control units 105 and 23, and / or control units 23 and 105 can each perform different sub-control functions.

[0117] For according to Figure 4 In this embodiment, the parking valve not only has a parking position and a release position, but also an intermediate shut-off position in this case, in which all connections 17, 21, and 22 of the parking valve 10 are shut off, and pressure can be maintained in the parking brake line 107. This is particularly advantageous for using actuators 109 and 110 as a graded braking device 113 as illustrated, because graded parking brake pressure can be maintained in the intermediate operating position of the parking valve 10.

[0118] exist Figure 5 The embodiments shown are substantially corresponding to those based on Figure 2 In the embodiments, wherein, according to Figure 4The electronic control unit 105 is also integrated into the valve assembly 4. However, the coupling head-brake 3 is not directly connected to the brake control connector 32 of the EBS control unit 23. Instead, the coupling head-brake 3 is connected to the valve assembly 4 via the brake control input 119. The brake control output 120 of the valve assembly 4 is connected to the brake control input 32 of the EBS control unit 23. In the valve assembly 4, the brake control input 119 is connected to the brake control output 120 via the trailer brake valve 101. The trailer brake valve 101 is controlled by the output pressure of the dispatch valve 11 (i.e., by the pressure on the coupling head-reservoir 2 or by the pressure in the storage container 9, depending on the position of the dispatch valve 11). The trailer brake valve 101 is configured as a three-position four-way directional valve. The first input is connected to the output of the dispatch valve 11. The second input is connected to the coupling head-brake 3. The first output is connected to the input connector 17 of the parking valve 10 via the check valve 55. The second output is connected to the storage container 9.

[0119] In the first operating state of the trailer brake valve 101 (occupied by a spring and without pneumatic operation), the input connector of the trailer brake valve 101, which is connected to the dispatch valve 11, is connected not only to the storage container 9 via the check valve 102 but also to the input connector 17 of the parking valve 10 via the check valve 55, while the input connector connected to the coupling head-brake 3 is closed. The previously mentioned output connector is also connected to the storage container 9. In this operating state, the trailer brake valve 101 supplies pressure to the brake control connector 32 of the EBS control unit 23, so that when the pressure in the storage container 9 is sufficient, the trailer can be braked by the service brake. If the parking valve is in the released state, the pressure in the storage container 9 also acts on the trailer's spring accumulator brake. If the pressure in the storage container 9 decreases, the braking effect gradually increases through the spring accumulator brake, while the braking effect produced by the service brake decreases accordingly.

[0120] If the coupling head-reservoir 2 is coupled to the tractor and there is a supply of compressed air as specified, the trailer brake valve 101 is switched to the third valve position. In this valve position, the dispatch valve 11 is connected to the output of the trailer brake valve 101 via the check valve 102, which is connected not only to the reservoir 9 but also to the parking valve 10 via the check valve 55. If the parking valve 10 is in the released position, this results in the release of the spring accumulator brake, making the trailer ready to move. In this valve position, the trailer brake valve 101 connects the coupling head-brake 3 to the output of the trailer brake valve 101, which is connected to the brake control connector 32 of the EBS control unit via the brake control line 33. Therefore, in this valve position corresponding to the driving position, a brake control pressure suitable for the service brake can be output according to the brake control pressure preset on the coupling head-brake 3 by means of the EBS control unit 23.

[0121] If the pressure at the control joint of the trailer brake valve 101 drops, for example due to leakage in the area of ​​the coupling head-reservoir 2, the trailer brake valve 101 is switched to an intermediate valve position (temporarily, solely to avoid a mixed position). In this intermediate valve position, the dispatch valve remains connected to the reservoir 9 via the check valve 102 of the trailer brake valve 101 and to the input joint 17 of the parking valve 10 via the check valve 55. This intermediate valve position is occupied only within a small pressure range for the pressure supplied by the supply joint 2 at the pneumatic control joint of the trailer brake valve 101. The check valve 102 ensures the release pressure in the spring accumulator brake, which is also loaded by the pressure in the reservoir 9 in the driving position of the parking valve 10, even when the pressure at the coupling head-reservoir 2 drops. In this intermediate operating position, the connection between the coupling head-brake 3 and the brake control joint 32 of the EBS control unit 23 is interrupted. However, a further pressure drop in the coupling head-reservoir 2 results in the operating position that initially triggered emergency braking. In this case, the emergency braking function-over-control device 43 can be operated to temporarily disable the venting of the spring accumulator chamber through the trailer brake valve 101, while also supplying pressure from the reservoir 9 to the brake control connector 32 when the emergency braking function-over-control device 43 is operated during emergency braking, thereby enabling modulated, safe braking via the service brake. The emergency braking function-over-control device 43 can only be released with a sufficient pressure drop in the reservoir 9, thus allowing the spring accumulator brake to contribute to the emergency braking force, a pressure modulation that cannot be achieved by the EBS control unit 23 under other conditions.

[0122] Figure 6One embodiment is shown, in which the commercial vehicle trailer-compressed air unit 1 is constructed in principle according to FIG. 1. However, in addition to the manually operated parking valve 10, a second parking valve 121 is also present, which can be operated by actuators 109 and 110. This second parking valve 121 can be integrated into the valve assembly 4. However, for the embodiment according to FIG. 1, Figure 6 In one embodiment, the second parking valve 121 is integrated into the EBS control unit 23.

[0123] The second parking valve 121 is constructed as a two-position three-way directional valve, which has the function of... Figure 6 The system operates in a parking position and a release position. In the parking position, the second parking valve 121 releases air from the spring accumulator chamber 28. In the release position, the second parking valve 121 connects the spring accumulator chamber 28 to the container connector 30 of the EBS control unit 23 via the check valve 122, and thus to the storage container 9. The parking brake pressure output from the parking valve 10, at the parking brake connector 29 of the EBS control unit, loads the pneumatic control connector 123 of the second parking valve 121. The pneumatic loading of the control connector 123 allows the second parking valve 121 to be switched from the parking position to the release position. The functionality resulting from the actuators 109 and 110 of the second parking valve 121 corresponds to the functionality described above.

[0124] Figure 7 The diagram shows a commercial vehicle trailer-compressed air unit 1, which is connected to the tractor via a coupling head-storage unit 2 for supplying air and to the tractor via a coupling head-brake unit 3 for pre-set braking control pressure. The braking control pressure transmitted through the coupling head-brake unit 3 can be pre-set by the driver via the brake pedal and / or by an automatically generated braking control signal from the automated driving system.

[0125] The commercial vehicle trailer-compressed air unit 1 has a valve device 4, which is constructed as a structural unit 5. The valve device 4 has a supply connector 6 on the input side. This supply connector 6 (directly connected here) is connected to the coupling head-reservoir 2. Furthermore, the valve device 4 has a parking brake connector 7 on the output side. The valve device 4 also has a container connector 8. A storage container 9 is connected to this container connector 8. For... Figure 7 In the embodiment shown, the valve device 4 only has pneumatic connectors 6, 7, and 8, which is not mandatory, as also shown in the other figures.

[0126] Valve assembly 4 includes a parking valve 10 and a control valve 11. The parking valve 10 and control valve 11 are manually operated via manual operation buttons 12 and 13, respectively. Control valve 11 has an input or supply connector 14. The supply connector 14 (directly here) is connected to the coupling head-reservoir 2 via a supply connector 6. Furthermore, control valve 11 has an output connector 15, which is connected to the input connector 17 of parking valve 10 via a connecting pipe 16. A check valve 18, which opens toward parking valve 10, is arranged in the connecting pipe 16. Control valve 11 also has a container connector 19. The container connector 19 of control valve 11 is connected to the storage container 9 via a container connector 8 of valve assembly 4. Control valve 11 is configured as a two-position three-way directional valve. Figure 7 In the switching position that is active (this switching position is for the driving position of the coupling head-reservoir 2 according to the specified coupling), the control valve connects the supply connector 14 to the output connector 15, while the container connector 19 is shut off. Conversely, in Figure 7 In another switching position where it is not active (this switching position is the dispatching position for a disengaged trailer), dispatching valve 11 connects container connector 19 to output connector 15, while in this operating position, supply connector 14 is shut off. Pressure is applied to the control piston of dispatching valve 11 via control line 20 to supply connector 14, such that dispatching valve 11 occupies the position when pressure is present on supply connector 14. Figure 7 The positional state that plays a role in the process.

[0127] The parking valve 10 is also constructed as a manually operated two-position three-way directional valve and, in addition to the input connector 17, has a vent connector 21 and a parking brake connector 22, which is directly connected to the parking brake connector 7 of the valve assembly 4. Figure 7 In the parking position where it is active, the parking valve 10 connects the parking brake connector 22 to the vent connector 21, while the input connector 17 is closed. Conversely, in the released position, the parking valve 10 connects the input connector 17 to the parking brake connector 22, while the vent connector 21 is closed.

[0128] The basic functions ensured by the parking valve 10 and the control valve 11 are as follows:

[0129] If a tractor's connector is connected to the coupling head-reservoir 2, applying pressure to the supply connector 14 of the control valve 11 causes the control valve to switch according to... Figure 7In the first operating position, compressed air from the tractor unit flows through the coupling head-reservoir 2, supply connector 14, control valve 11, and output connector 15, with the check valve 18 open, via connecting line 16 to the input connector 17 of parking valve 10. A branch line 108 branches off from connecting line 16, leading to container connector 8 and thus to storage container 9. With coupling head-reservoir 2 connected, storage container 9 can therefore be filled with compressed air supplied by the tractor unit. If parking valve 10 is in the parking position during the described operating conditions, the parking brake connector 22 of parking valve 10 and consequently the parking brake connector 7 of valve assembly 4 are vented via vent connector 21, which (as also explained below) results in the venting of the spring accumulator brake and thus the operation of the tractor unit's parking brake. Conversely, if the parking valve 10 is manually switched to the release position, the pressure applied to the connecting line 16 as described results in compressed air acting on the parking brake joint 22 of the parking valve 10 and thus on the parking brake joint 7 of the valve assembly 4. This compressed air (if the pressure is high enough) causes the spring accumulator brake to be released (as will be explained in detail later).

[0130] If (e.g., during a vehicle operation) the coupling head-reservoir 2 disengages and the parking valve 10 is in the released position, the pressure in the spring accumulator brake can be maintained by means of the check valve 18. Operation of the spring accumulator brake therefore, in principle, presupposes that the parking valve 10 be switched to the parking position. If trailer dispatching is to be achieved after activating the parking position and thus operating the spring accumulator brake, but while continuing to disengage from the tractor, the release of the spring accumulator brake (in addition to switching the parking valve to the released position) also requires the supply of compressed air in the connecting line 16. The compressed air is supplied to the disengaged trailer by manually switching the dispatch valve 11 to the dispatch position, in which compressed air can flow from the storage container 9 through the container connector 8 and branch line 108 to the container connector 19 of the dispatch valve 11, and from the container connector 19 to the output connector 15 and from the check valve 18 opened in that direction to the connecting line 16, thereby allowing the final end to be inflated for dispatching the spring accumulator brake. If the coupling head-reservoir 2 is then connected to the tractor, the pressure on the coupling head-reservoir 2 and in the control line 20 causes the dispatch valve 11 to automatically switch from the dispatch position to the dispatch position. Figure 7 In another valve position that is active.

[0131] Furthermore, the commercial vehicle trailer-compressed air system 1 has an electronic EBS control unit 23. The EBS control unit 23 has parking brake connectors 24a to 24f and service brake connectors 25a to 25f on the output side. The combined brake cylinders 26a to 26f each have spring accumulator chambers 27a to 27f and service brake chambers 28a to 28f. The spring accumulator chamber 27a is connected to the parking brake connector 24, while the service brake chamber 28a is connected to the service brake connector 25.

[0132] The EBS control unit 23 has a parking brake connector 29 on the input side, which is connected to the parking brake connector 7 of the valve device 4 via the parking brake line 107. Additionally, the EBS control unit 23 has a container connector 30, which is connected to the storage container 9 via the container line 31. The EBS control unit 23 also has a brake control connector 32, which is connected to the coupling head-brake 3 via the brake control line 33.

[0133] A pressure sensor 34 may be integrated into the EBS control unit 23, which, in the illustrated embodiment, senses the pressure on the parking brake joint 29.

[0134] The functions of the EBS control unit 23 may be as follows:

[0135] If connectors 2 and 3 are coupled to the corresponding connectors on the tractor as specified, and if the control valve 11 is in the position... Figure 7 In the operating position shown and with the parking valve 10 in the released position, the vehicle is ready to move. If the driver generates brake control pressure on connector 3 via the brake pedal, this pneumatic brake pre-set is transmitted to the brake control connector 32 of the EBS control unit 23 via brake control line 33. If wheel lock-up does not occur, the EBS control unit 23 generates brake control pressure on service brake connector 25 for the service brake chamber 28 of the combined brake cylinder 26, wherein these pressures are then correlated with the pressure acting on brake control connector 32 according to a pre-set correlation. Conversely, if traction loss and wheel lock-up are determined, the EBS control unit 23 reduces the pressure in a known manner, applying this pressure to the service brake chamber 28 to avoid or eliminate lock-up. The pressure in the service brake chamber 28 can then be increased, thereby achieving pressure modulation for the service brake chamber 28. This can be done collectively or specifically for individual service brake chambers 28. In order to generate pressure in the service brake chamber 28, the EBS control unit uses compressed air supplied by the storage container 9 at the container connector 30.

[0136] Furthermore, the EBS control unit 23 controls the pressure loading on the spring accumulator chamber 27 via the parking brake joint 24 based on the pressure output from the valve device 4 acting on the parking brake joint 29. An anti-mixing valve can also be used here to achieve pressure correlation between the parking brake joint 29 and the brake control joint 32, thereby preventing excessive load on the combined brake cylinder 26.

[0137] according to Figure 7 The position of the parking valve 10 can be additionally affected by the actuator 110, which is here the parking safety device 35 and / or the emergency braking device 41. The actuator 110 has a piston 36 and a push rod 37 coupled to the piston 36 and rigidly connected herein. On the side of the piston 36 opposite to the push rod 37, a spring 38 acts on the piston.

[0138] Conversely, on the side facing the push rod and parking valve 10, the pressure in pressure chamber 39 acts on piston 36. If pressure chamber 39 is not (sufficiently) pressure-loaded, spring 38 loads piston and push rod 37 into position. Figure 7 In the operating position where the parking valve 10 is active, push rod 37 is extended to its maximum extent. If the parking valve 10 is in the release position, the push rod 37, through the removal of spring 38, causes the parking valve 10 to be switched to the parking position. To do this, the end of push rod 37 abuts against the valve element, such as the valve core of parking valve 10, and applies an actuating force that causes the operating position of parking valve 10 to change. Conversely, by applying pressure to pressure chamber 39 (pressure sufficient to compress spring 38), push rod 37 can be retracted or held in the retracted state. If parking valve 10 is in the parking position, the retraction of push rod 37 as described above results in a gap between the end of push rod 37 and the valve element of parking valve 10, a gap so large that parking valve 10 can be manually moved to the parking and release positions by the user without interaction with push rod 37. Pressure chamber 39 is connected to branch line 40. This branch line branches off from the connecting line 16 between the check valve 18 and the regulating valve 11. If the regulating valve 11 is in the position of the coupling head-reservoir 2... Figure 7In the released position, compressed air flows from the coupling head-reservoir 2 through the branch line 40 to the pressure chamber, thus the push rod 37 does not affect the operating position of the parking valve 10. If the parking valve 10 is switched to the released position, driving can begin. However, if, for example, a pressure drop occurs due to leakage in the coupling head 2 or its associated supply line, or due to the disengagement of the coupling head 2, this causes a decrease in pressure in the pressure chamber 29, exceeding the force of the spring 38 and causing the push rod 37 to extend. This results in the parking valve 10 automatically switching to the parking position, thereby enabling operation of the parking brake. Therefore, with respect to the disengagement of the coupling head 2, this ensures that the parking safety device 35, constituted by the actuator 110, reliably ensures that the parking valve 10 remains in the parking position under any circumstances when the coupling head-reservoir 2 is disengaged. However, to achieve trailer dispatch without connecting the coupling head-storage 2, the user needs to switch the dispatch valve 11 to the dispatch position and simultaneously switch the parking valve 10 to the release position and hold it in the release position by an operating force sufficient to overcome the spring 38.

[0139] Alternatively or cumulatively, an emergency braking device 41 may be constituted by an actuator 110, in this case, a push rod 37, a piston 36, and a spring 38, because a pressure drop also occurs in the coupling head-reservoir 2 during vehicle operation, for example, due to leakage or breakage of the coupling head, resulting in decompression in the pressure chamber 39, which results in switching the parking valve 10 to the parking position, thereby causing emergency braking via the spring accumulator brake.

[0140] This is not a mandatory situation, for those in Figure 7 In the illustrated embodiment, branch line 40 is not directly and permanently connected to pressure chamber 39. Instead, branch line 40 is connected to the first input of directional valve 42, the output of which is connected to pressure chamber 39. The other input of directional valve 42 is connected to emergency braking function overrunning device 43, which is also part of actuator 110. In the illustrated embodiment, emergency braking function overrunning device 43 has emergency braking function overrunning valve 44. If pressure is applied to the second input of directional valve 42 via emergency braking function overrunning valve 44, piston 36 can be held in the operating position with maximum compression of spring 38, regardless of the pressure present in branch line 40. Therefore, the emergency braking function caused by pressure drop in branch line 40 can be released (temporarily) by applying pressure to the second input of directional valve.

[0141] For in Figure 7In the embodiment shown, the emergency braking function overload valve 44 is a two-position three-way reversing solenoid valve 45. This two-position three-way reversing solenoid valve 45 occupies its deflation position due to spring loading when not energized, and occupies its inflation position when energized. In the inflation position, the two-position three-way reversing solenoid valve 45 connects the second input terminal of the reversing valve 42 to the storage container 9.

[0142] Preferably, the valve device 4 does not have an electronic control unit. Instead, it is based on... Figure 7 The EBS control unit 23 and the valve device 4 are respectively equipped with electrical control connectors 46 and 47, which are interconnected via electrical control line 48. The emergency braking function overload valve 44 can be controlled via the electrical control signal generated by the EBS control unit 23 through the control line 48.

[0143] If a pressure drop is detected by pressure sensor 34 in the event of a breakage or leak in the coupling head-reservoir 2, the emergency braking function-override valve 44 can initially remain in the inflated position or be switched to this inflated position, thus keeping the parking valve 10 in the released position and the spring accumulator brake unengaged despite the pressure drop. Instead, the service brake can also be applied by modulating a pre-set braking control pressure on the coupling head-brake 3. As the pressure drops further (measured by pressure sensor 34), the EBS control unit 23 can generate a control signal in control circuit 48 as the pressure falls below a threshold, which then switches the emergency braking function-override valve 44 to the deflated position, thereby triggering the emergency braking function by having push rod 37 switch the parking valve 10 to the parking position.

[0144] The embodiments in the following figures may correspond at least partially to at least one implementation of the foregoing figures, thereby omitting repeated descriptions of these parts.

[0145] Different from Figure 7 ,according to Figure 8Branch line 40 is directly connected to pressure chamber 39 without using reversing valve 42. Therefore, a drop in pressure on coupling head-reservoir 2 below a pre-defined threshold by spring 38 will trigger the emergency braking function. In this case, the emergency braking function overrun device 43, which is composed of actuator 109, and here the emergency braking function overrun valve 44, is connected to control connector 49 of parking valve 10 in a two-position three-way reversing solenoid valve 45 configuration. Loading control connector 49 causes the valve element, such as the spool of parking valve 10, to be loaded from the pressure acting on control connector 49 in a direction opposite to the loading direction caused by the extension of push rod 37. If the emergency braking function overload valve 44 is switched to the inflation position, the parking valve 10 can be held in the release position (even though the pressure drop in the coupling head-reservoir 2, in the branch line 40, and in the pressure chamber 39 will itself implement the emergency braking function by extending the push rod 37 and switching the parking valve 10 to the parking position). Here, the piston surface of the parking valve 10 (on which the pressure on the control connector 49 acts) and the spring 38 are designed such that when a control pressure acts on the control connector 49, the force generated by that control pressure is always greater than the opposing force of the spring 38. In other respects, the functions of the parking safety device 35, the emergency braking device 41, and the emergency braking function overload device 43 correspond to the functions of the parking safety device 35, the emergency braking device 41, and the emergency braking function overload device 43. Figure 7 The functions described in the embodiments.

[0146] For in Figure 8 In the illustrated embodiment, valve device 4 has another container connector 50 for an air spring circuit, which in turn has a storage container 51. Container connector 50 is connected to connecting line 16 (downstream of check valve 18) via branch line 52. An overflow valve 53 is arranged in branch line 52, providing restricted backflow. Alternatively, as also in… Figure 8 As can be seen, a check valve 54 that opens toward the container joint 50 can be arranged in the branch line 52 between the overflow valve 53 and the connecting line 16. Figure 8 In the embodiment shown, alternatively, another check valve 55 that opens toward the parking valve 10 is arranged before the input connector 17 of the parking valve 10.

[0147] exist Figure 9 Only valve device 4 is shown, which, according to other embodiments, can be integrated into the commercial vehicle trailer-compressed air system 1. Here, valve device 4 is, in principle, based on... Figure 8The valve device 4 is constructed as follows. However, a non-motorized device 56 is arranged between the parking brake connector 7 of the valve device 4 and the parking brake connector 22 of the parking valve 10. This non-motorized device has a non-motorized valve 57. The non-motorized valve 57 is constructed as a two-position two-way directional valve. Due to the loading of the spring, the non-motorized valve 57 occupies a position... Figure 9 The non-motorized position is where the valve 57 functions. In this non-motorized position, the input and output ports of the non-motorized valve 57 are interconnected via a check valve 58 that closes in the direction of the parking brake port 7 of the valve assembly 4. In this non-motorized position of the non-motorized valve 57, when the parking valve 10 is in its parking position, the spring accumulator brake can be released through the check valve 58, which opens in that direction. However, even if the parking valve is in its release position, the release of the spring accumulator brake may not occur due to the closure of the check valve 58. Conversely, it is only possible to switch the non-motorized valve 57 to the motorized position, in which the two ports of the non-motorized valve 57 are interconnected without a check valve, enabling the charging and decharging of the spring accumulator brake.

[0148] To switch the non-motorized valve 57 to the motorized position, the parking brake connector 7 of the valve assembly 4 is connected to the control connector 59. Sufficient pressure applied to this control connector causes the non-motorized valve 57 to transition from the non-motorized position to the motorized position. Therefore, if sufficient pressure exists on the parking brake connector 7 of the valve assembly and thus sufficiently inflates the spring accumulator brake, the non-motorized valve 57 is automatically maintained in the motorized position by applying pressure to the control connector 59.

[0149] Conversely, if the spring accumulator brake is deflated by manipulating the parking valve 10, it cannot be easily, and especially not by switching the parking valve 10 to the released position, to recharge the spring accumulator brake (because the check valve 58 stops recharging in the non-motorized position). Instead, recharging the spring accumulator brake requires recharging the control connector 60 of the non-motorized valve 57. The pressure applied to the control connector 60 can be controlled here by the emergency braking function overrun valve 44, whose output connector in this embodiment is connected not only to the control connector 49 of the parking valve 10 but also to the control connector 60 of the non-motorized valve 57.

[0150] according to Figure 9 The function of valve device 4 is as follows:

[0151] If the trailer is parked by releasing air from the spring accumulator brake through the switching of parking valve 10, the trailer's movement cannot be achieved simply by switching parking valve 10 to the released position (because the non-motorized valve 57 is in the non-motorized position when the emergency braking function-over-control valve 44 is not energized). Instead, preparing the trailer for movement requires electronic switching of the emergency braking function-over-control valve 44 through the inflation of the spring accumulator brake. If the corresponding verification exists, switching of the emergency braking function-over-control valve 44 can be achieved, thereby controlling the non-motorized valve 57 to its motorized position and enabling the inflation of the spring accumulator brake. Switching the emergency braking function-over-control valve 44 to the inflation position simultaneously causes parking valve 10 to switch to the released position. This inflates the spring accumulator brake and allows movement to begin.

[0152] The pressure pulse of the over-control valve 44 is sufficient to generate enough pressure on the parking brake joint 7 of the valve assembly 4, which then also acts on the control joint 59 and keeps the non-motorized valve 57 in the motorized position.

[0153] If an emergency braking situation occurs as the pressure on the coupling head-reservoir drops, the brake safety device 35, the emergency braking device 41, and the emergency braking function-over-control valve 44 can function as described above without causing functional damage through the non-motorized device 56.

[0154] For in Figure 9 In the embodiment shown, pressure sensor 61 senses the pressure in control line 20, which corresponds to the pressure at supply connector 14 or coupling head-reservoir 2. Alternatively, or cumulatively, the pressure may be sensed by pressure sensor 34 in EBS control unit 23.

[0155] For in Figure 10 The embodiments shown are different from Figure 9 There are no two control connectors 59 and 60. Instead, a single control connector 59 / 60 is used to load the non-motorized valve 57 via the output of the directional valve 62. The first input of the directional valve 62 is connected to the emergency braking function - overload valve 44 in this case, while the second input of the directional valve 62 is connected to the parking brake connector 7 of the valve assembly 4 via... Figure 10 The control piping connections are shown by the dashed line.

[0156] In this embodiment, the pressure in the pressure chamber 39 is sensed by the pressure sensor 63.

[0157] Non-motorized valve 57 is different from Figure 9It is arranged in the connecting pipe 16 between the parking valve 10 and the control valve 11. In this case, the check valve 18 is not integrated in the connecting pipe 16, but is integrated in a pipe that branches to both the storage container 9 and the emergency braking function overload valve 44.

[0158] For according to Figure 10 In one embodiment, the non-motorized valve 57 is configured as a two-position three-way directional valve. Due to spring loading, it occupies the non-motorized position, in which the non-motorized valve 57 connects the connecting line 16 to the parking valve 10 via a check valve 64. The check valve 64 opens towards the control valve 11 for venting the spring accumulator brake, but blocks flow towards the parking valve 10 for charging the spring accumulator brake. Conversely, the non-motorized valve 57 can be switched to the motorized position by applying pressure to the control connectors 59 / 60. In this motorized position, the connecting line 16 is closed, and the non-motorized valve 57 connects the input connector 17 of the parking valve 10 to the container 9, thereby charging the input connector 17 of the parking valve 10 for charging the spring accumulator brake.

[0159] For according to Figure 10 The functionality produced by this implementation corresponds to the implementation described above: in order to transfer the non-motorized valve 57 from the... Figure 10 Switching from the non-motorized position (in which the spring accumulator brake cannot be charged) to the motorized position requires switching the emergency braking function overload valve 44 to the charging position, which can be done after appropriate verification by the user or vehicle. To release the spring accumulator brake in one go and to have sufficient pressure at the parking brake connector 7, sufficient pressure is present in the control lines shown in dashed lines, and thus at control connectors 59 / 60, to maintain the motorized position of the non-motorized valve 57. The non-motorized valve 57 does not impair other functions of the valve assembly (especially the emergency braking function and the emergency braking function overload function, as well as the parking safety device 35).

[0160] exist Figure 11 In the middle, the configuration of the valve device 4, which includes a parking valve 10, a control valve 11, an emergency braking function overload valve 44, a parking safety device 35, an emergency braking device 41, an overflow valve 53, and a check valve 54, is, in principle, corresponding to the configuration of the valve device 4 with slightly modified piping guidance but with the corresponding functions, according to the following. Figure 8 The implementation method is different from that described above. Figure 8 The check valve 54 is integrated into the valve device 4 between the relief valve 53 and the container 51.

[0161] Furthermore, for according to Figure 11In one embodiment, a manually operated lifting valve device 66 is integrated into the valve device 4. Regarding the configuration of this manually operated lifting valve device 66, reference is made particularly to the illustrations and descriptions of such a lifting valve device in document DE 41 20 824 C1. The lifting valve device 66 has a valve element 67 (especially a switching shaft or switching slider), which is preferably capable of switching between states: up, down, stopped, and in motion. In principle, this can refer to the pivoting state separately, while for the... Figure 11 The embodiment shown uses a lift valve device 66 in which the valve element 67 is capable of pivoting from an intermediate pivot position—stopping in both directions—rising and falling—and from an intermediate pivot position—stopping in a translational position by axial movement—driving.

[0162] The different operating positions cause the operation of the travel valve 68, the rise valve 69, and the fall valve 70 as follows:

[0163] If valve element 67 is manually removed from valve assembly 4, or by resetting to driving function as will be further described below, to induce position-drive, the valve push rod 71 of drive valve 68 slides along the ramp 72 of valve element 67, thereby changing drive valve 68 from the off position to the open position. In position-drive, rise valve 69 and fall valve 70 are in their off positions.

[0164] If valve element 67 is pushed into valve device 4 (see...) Figure 11 Then, in the intermediate-stop state, the rising valve 69 and the falling valve 70 are respectively in their cut-off states, as shown in this... Figure 11 As can be seen in the text.

[0165] If valve element 67 pivots from the position-stop towards the position-rise, the protrusion 73 of valve element 67 actuates the valve push rod 74 of the rise-valve 69, while the fall-valve 70 remains in its stop position.

[0166] Conversely, the pivoting of valve element 67 in the position-down direction causes the lug 75 to actuate the valve push rod 76 of the down valve 70, thereby switching the down valve 70 to its venting position, while the up valve 69 remains in its shut-off position.

[0167] according to Figure 11 The air spring circuit is constructed as a single loop, having an air spring bellows 78 connected to a common air spring line 77.

[0168] In the position-driving state, the air spring bellows 78 is connected to the storage container 51 via the air spring line 77 and the travel valve 68 in its through position via the mechanical leveling valve 79. The mechanical leveling valve 79 applies pressure to the air spring bellows 78 according to the compression of the shaft in a manner known per se to ensure a constant travel level.

[0169] If the driver wants to unload the vehicle on a slope and adjust the vehicle's height to match the slope's height, the driver first manually operates valve element 67 from the driving position to the stopped position. To raise the vehicle, the driver switches valve element 67 to the rising position, in which the rise valve 69 connects the storage container 51 to the air spring line 77 and thus to the air spring bellows 78.

[0170] Conversely, if the user pivots valve element 67 to the down position, the down valve 70 establishes a connection between the air spring line 77 and the vent end 80 of the down valve 70.

[0171] As a special feature, the lift valve device 66 has a reset function to the driving device 81. For in Figure 11 In the embodiment shown, the reset to driving device 81 has a pressure chamber 82, which is loaded at the end of the valve element 67 in a piston-like manner. Pressure loading of the pressure chamber 82 allows the valve element 67 to be switched from a stopped state to a driving state. To load pressure onto the pressure chamber 82, it is connected via a reset to driving line 83 to the output connector of the emergency brake function overload valve 44, which is also connected to the control connector 49 of the parking valve 10. Thus, the reset to driving function can be achieved by switching the emergency brake function overload valve 44 to the inflated state.

[0172] exist Figure 12 The embodiments shown are substantially corresponding to those in Figure 11 The embodiment shown here. Of course, an electronic leveling device is additionally integrated into the valve device 4. Therefore, the level of the air spring bellows 78 can be affected not only manually via the lifting valve device 66, but also by means of the electronic leveling device 84. For this purpose, the leveling device 84 and its associated control unit, here the EBS control unit 23, process the level signal of the air spring bellows 78 with the aim of maintaining a predetermined level. Figure 12In the embodiment shown, the electronic leveling device 84, in addition to the mechanical actuation of the rise-valve 69 and fall-valve 70 via valve element 67, is based on the electro-pneumatic pre-control of the rise-valve 69 and fall-valve 70. The leveling device 84 has solenoid valves 85 and 86 for pre-control purposes, which are configured here as two-position three-way reversing solenoid valves. The rise-valve 69 and fall-valve 70 have control connectors 87 and 88, respectively. Solenoid valve 85 has an inflating position and a deflated position. In the inflating position, the control connector 87 of the rise-valve 69 is connected to the storage container 51, causing the rise-valve 69 to switch from the off position to the inflating position; in the deflated position, the rise-valve 69 occupies its off position due to the action of the spring (without actuating the valve push rod 74). Accordingly, solenoid valve 86 has an inflated position and a deflated position. In the inflated position, solenoid valve 86 connects storage container 51 to control connector 88 of down-valve 70, thereby switching solenoid valve 86 to the through position. The deflated position causes down-valve 70 (in the absence of mechanically operated valve push rod 71) to occupy its shut-off position. Preferably, solenoid valves 85 and 86 occupy the deflated position when not energized. Solenoid valves 85 and 86 are electronically controlled by EBS control unit 23. This electronic leveling adjustment can also be manually controlled by EBS control unit 23 processing electrical signals from the user for raising or lowering the vehicle, which the user pre-sets via a switch or another electrical pre-set element; and / or by EBS control unit 23 to achieve automatic electronic leveling to ensure rated driving height.

[0173] For in Figure 13 In the embodiment shown, the parking valve 10, the control valve 11, the emergency braking function overload valve 44, the parking safety device 35, the emergency braking device 41, and the reversing valve 42 are first integrated into the valve device 4, corresponding to the embodiment shown. Figure 7 The embodiment is described below. Additionally, the valve assembly 4 integrates a lift valve assembly 66 including valve element 67, a travel valve 68, a rise valve 69, and a fall valve 70, as well as an electronic leveling device 84 including solenoid valves 85 and 86 for pre-control. In this case, the reset to driving device 81 is configured to include a reset to driving solenoid valve 89, which is configured here as a two-position three-way reversing solenoid valve for inflation and deflation. The storage container 51 is connected to this solenoid valve and is used only for pressure loading of the pressure chamber 82 of the lift valve assembly 66.

[0174] Additionally, a lifting shaft valve device 90 is integrated into the valve device 4. The lifting shaft valve device 90, when loaded with a related parallel shaft load, enables opposite inflation and deflation of the load-bearing bellows 91 of the lifting shaft on one side and the lifting bellows 92 of the lifting shaft on the other side.

[0175] For in Figure 13 In the embodiment shown, the lifting shaft valve device 90 has a lifting bellows valve 93 for charging and decharging the lifting bellows 92 and a carrying bellows valve 94 for charging and decharging the carrying bellows 91. The lifting bellows valve 93 and the carrying bellows valve 94 have opposite valve positions, such that, due to spring loading, the lifting bellows valve 93 occupies its decharged position without operation, while the carrying bellows valve 94 occupies its charging position without operation, also due to spring loading. This has the advantage that the same control signal can be applied to both the lifting bellows valve 93 and the carrying bellows valve 94.

[0176] For according to Figure 13 In this embodiment, the lifting bellows valve 93 and the carrying bellows valve 94 are pre-controlled electro-pneumatically via a pre-control valve 95. The pre-control valve 95 is connected to control connectors 96 and 97 of the lifting bellows valve 93 and the carrying bellows valve 94. The pre-control valve 95 is configured as a two-position three-way reversing solenoid valve for inflation and deflation and connects control connectors 96 and 97 to the storage container 51 in the inflation position.

[0177] In the inflation position, the bellows valve 94 connects the bellows 91 to the output end of the travel valve 68 and, in the through position of the travel valve 68, also to the leveling valve 79, allowing mechanical leveling of the bellows 91 for the activated lifting shaft via the leveling valve 79. On the other hand, the input end of the bellows valve 94 is also connected to the rise valve 69 and the fall valve 70, enabling manual leveling of the bellows 91 even when the lifting shaft is activated.

[0178] In principle, according to Figure 14 Commercial vehicle trailer - compressed air equipment 1 corresponding to according to Figure 13 The commercial vehicle trailer-compressed air equipment 1. However, the parking safety device 35 and / or emergency braking device 41 are constructed differently and do not have an emergency braking function - over-control device 43. Here, the parking safety device 35 and emergency braking device 41 are constructed with a solenoid valve 98 connected to the storage container 9 for inflation and deflation, which inflates and deflates the control joint 49 of the parking valve 10. The solenoid valve 98 is constructed as a two-position three-way reversing solenoid valve. In the energized state, the solenoid valve 98 occupies its inflation position, which causes the parking valve 10 to switch from the parking position to the release position. This results in: the solenoid valve 98 being continuously energized for driving operation, while the solenoid valve does not need to be energized to achieve the emergency braking function or ensure the parking safety function.

[0179] according to Figure 15 First, the valve element is integrated into the valve device 4, as is the principle in this case. Figure 8As shown in the diagram. However, there is no emergency braking function here – the overrun control device 43 is integrated into the valve assembly 4, so the parking valve 10 also does not have a control connector 49. The valve element associated with the air spring and the lifting shaft is integrated into the valve assembly 4 in principle, corresponding to the situation in... Figure 13 The embodiment shown. Of course, the lift valve device 66 here only has an up-valve 69 and a down-valve 70, and there is no drive-valve 68 and no reset to the driving device, so that there is no pressure chamber 82 and no reset to the driving solenoid valve 89.

[0180] exist Figure 15 The image also shows a displacement sensor 99, based on which automatic electronic level adjustment is achieved via the electronic level adjustment device 84.

[0181] exist Figure 16 The embodiment shown, in principle, corresponds to the integration of pneumatic structural components associated with the air spring and lifting shaft into the valve device 4. Figure 13 The embodiment shown is different from the one illustrated. Figure 13 However, in this emergency braking function - overload valve 44 does not act on the pressure chamber 39 of the parking safety device 35 and / or the emergency braking device 41 via the reversing valve 42. Instead, the output of the emergency braking function - overload valve 44 is directly connected to the pressure chamber 39, while the input of the emergency braking function - overload valve 44 is connected to the storage container 9, and the other input of the emergency braking function - overload valve 44 is connected to the connecting pipe 16 (here between the control valve 11 and the check valve 18), thereby ensuring the same functionality.

[0182] For in Figure 17 In the embodiment shown, the reset-to-drive solenoid valve 89 is multifunctionally constructed such that it is connected not only to the pressure chamber 82 for controlling the reset-to-drive function, but also to the control connector 49 of the parking valve 10 via a branch line. Therefore, the reset-to-drive solenoid valve 89 also constitutes the non-motorized valve 57.

[0183] In addition, Figure 17 In this configuration, the lifting shaft valve device 90 is constructed differently: the pre-control valve 95 here acts only on the control connector 96 of the lifting bellows valve 93. In this case, a branch line 100 branches off from the connection line between the lifting bellows 92 and the lifting bellows valve 93, and this branch line connects to the control connector 97 that carries the bellows valve 94, thereby ensuring the same functionality.

[0184] As in Figure 17As can be seen, a trailer brake valve 101 can also be integrated into the valve assembly 4. The trailer brake valve 101 is controlled by the output pressure of the control valve 11 (i.e., controlled by the pressure on the coupling head-reservoir 2 or the pressure in the storage container 9, depending on the position of the control valve 11). The trailer brake valve 101 is configured here as a three-position four-way directional valve. The first input is connected to the output of the control valve 11. The second input is connected to the coupling head-brake 3. The first output is connected to the input connector 17 of the parking valve 10 via a check valve 55. The second output is connected to the storage container 9. In the first operating position of the trailer brake valve 101 (which is occupied by a spring and without pneumatic control), the trailer brake valve 101 connects the input connector connected to the control valve 11 to the storage container 9 not only via the check valve 102, but also to the input connector 17 of the parking valve 10 via the check valve 55, while the input connector connected to the coupling head-brake 3 is closed. The previously mentioned output connector is also connected to the storage container 9. In this operating position, the pressure of the storage container 9 is supplied to the brake control joint 32 of the EBS control unit 23 through the trailer brake valve 101, so that the trailer is braked by the service brake when the pressure in the container 9 is sufficient. If the parking valve is in the released position, the pressure in the storage container 9 also acts on the trailer's spring accumulator brake. If the pressure in the storage container decreases, the braking effect is gradually increased by the spring accumulator brake, while the braking effect generated by the service brake decreases accordingly.

[0185] If the coupling head-reservoir 2 is coupled to the tractor and there is a prescribed supply of compressed air, the trailer brake valve 101 is switched to the third valve position. In this valve position, the dispatch valve 11 is connected to the output of the trailer brake valve 101 via the check valve 102, which is connected not only to the reservoir 9 but also to the parking valve 10 via the check valve 55. If the parking valve 10 is in the released position, this results in the release of the spring accumulator brake, making the trailer ready to move. In this valve position, the trailer brake valve 101 connects the coupling head-brake 3 to the output of the trailer brake valve 101, which is connected to the brake control connector 32 of the EBS control unit via the brake control line 33. Therefore, in this valve position (which corresponds to the driving position), a brake control pressure suitable for the service brake can be output by means of the EBS control unit 23 according to the pre-given brake control pressure on the coupling head-brake 3.

[0186] If the pressure at the control connector of the trailer brake valve 101 drops, for example due to leakage in the area of ​​the coupling head-reservoir 2, the trailer brake valve 101 is switched to the intermediate valve position. In this intermediate valve position, the dispatch valve remains connected to the container 9 via the check valve 102 of the trailer brake valve 101 and to the input connector 17 of the parking valve 10 via the check valve 55. The check valve 102 maintains the release pressure in the spring accumulator brake even when the pressure at the coupling head-reservoir 2 drops, and the spring accumulator brake remains pressure-loaded by the storage container 9 in the release position of the parking valve 10. In this intermediate valve position, the connection between the coupling head-brake 3 and the brake control connector 32 of the EBS control unit 23 is interrupted.

[0187] exist Figure 18 In the embodiment shown, the manual lifting valve device 66 is omitted. Only an electronic leveling device 84 exists, wherein, in principle, according to... Figure 12 The rising valve 69 and falling valve 70, which are not mechanically operated by valve push rods, are pre-controlled by solenoid valves 85 and 86. Furthermore, a lifting shaft valve device 90 is integrated into the valve device 4, wherein, in principle, according to... Figure 13 The pre-control valve 95 jointly controls the lifting bellows valve 93 and the load-bearing bellows valve 94.

[0188] according to Figure 18 The non-motorized device 56 consists of a non-motorized valve 57, which is integrated into the connecting pipe 16 and has a through position occupied when operated and a deflated position occupied by a spring when not operated. This is not a mandatory situation, according to Figure 18 The non-motorized valve 57 is pre-controlled electronically and pneumatically via the pre-control valve 103. The pre-control valve 103 is spring-loaded and occupies its deflated position without electrical operation, while the pre-control valve 103 occupies its inflated position via the EBS control unit 23 when electrically operated, in which the control connector of the non-motorized valve 57 is connected to the storage container 9.

[0189] If the pre-control valve 103 is switched to the charging position by energizing without achieving electrical release, the spring accumulator brake will be released through the non-motorized valve 57 even if the parking valve 10 is in the released position. Therefore, the trailer cannot be moved without authorization.

[0190] The pre-control valve 103 must be continuously energized during vehicle operation. Alternatively, the non-motorized device 56 can also function as the emergency braking device 41 in order to de-energize the pre-control valve in order to trigger emergency braking via the spring accumulator brake.

[0191] according to Figure 19The air spring device is constructed as a two-circuit device, which results in two travel valves 68a and 68b, two rise valves 69a and 69b, and two fall valves 70a and 70b being respectively installed in the lift valve device 66. Pressure loading can be controlled in the two circuits respectively through these valves.

[0192] In the lifting shaft valve assembly 90, the lifting bellows valve 93 and the load-bearing bellows valve 94 are combined into a single combination valve 104. This combination valve 104 is configured as a two-position five-way directional valve. In one operating position, the load-bearing bellows 91 is pressurized while the lifting bellows 92 is depressurized; in another operating position, the load-bearing bellows 91 is depressurized while the lifting bellows 92 is pressurized. The combination valve 104 is pre-controlled electro-pneumatically by a pre-control valve 95.

[0193] The valve element integrated into valve device 4 that does not involve an air spring Figure 19 The middle is basically corresponding to in Figure 8 The implementation shown has the corresponding guaranteed function.

[0194] For in Figure 20 In the embodiment shown, the EBS control unit 23 is supplied with pressure to load the air spring bellows 78, so that the pressure in the air spring bellows 78 can be used for the adjustment of the electronic level adjustment device 84.

[0195] Pneumatic structural components involving air springs and integrated into valve device 4 are, in principle, corresponding to those according to... Figure 13 The implementation method. For in Figure 20 In the embodiment shown, the valve device 4 has its own electronic control unit 105. This electronic control unit 105 communicates with the EBS control unit 23 via control line 48. Furthermore, the electronic control unit 105 has a wireless transmitting and / or receiving device 106, through which it can wirelessly exchange data with sensors, the EBS control unit 23, and / or other control units. Preferably, the electronic control unit 105 is also provided with measurement signals from a displacement sensor for sensing horizontal height. The electronic control unit 105 electrically controls the solenoid valves of the valve device 4, specifically the reset solenoid valves 89, 85, 86, and the pre-control valve 95.

[0196] For in Figure 20 In the embodiment shown, in the connecting pipe 16, according to Figure 18 The non-motorized vehicle valve 57 is positioned before the parking valve 10. However, unlike... Figure 18 The non-motorized valve 57 is not electro-pneumatically pre-controlled, but rather the non-motorized valve 57 (in ensuring the...) Figure 18 (In the case of the functions described) it is directly electrically controlled by the electronic control unit 105.

[0197] according to Figure 20 The valve device 4 has an input and / or output device 124, which may be a display, an auditory signal device, a touch screen, a switch, a keyboard, etc. Such an input and / or output device 124 may also exist in other illustrated and described embodiments. The input and / or output device 124 is used to communicate with the user in the form of transmitting the operating status of the tractor, trailer, and / or commercial vehicle trailer-compressed air equipment 1 to the user, and is used to input expectations from the user regarding changes in the operating status.

[0198] Communication between the electronic control unit 23 and / or 105 and other control units and / or sensors, as well as input and / or output devices 124, can be achieved through commonly used wired or wireless connections, bus systems, CAN, LIN, or radio interfaces.

[0199] In one configuration of the invention, an electronically controlled valve is integrated into the valve assembly 4, which has a parking valve 10 and a control valve 11. Preferably, the electronic control of this at least one electronically controlled valve is achieved by an EBS control unit 23.

[0200] In the illustrated embodiment, two different braking pressures are supplied to the EBS control unit 23: one is the pressure of the parking brake connector 7 of the valve device 4, and the other is the braking control pressure on the coupling head-brake 3. This can be achieved through a direct connection between the coupling head-brake 3 and the braking control connector 32 of the EBS control unit 23, or through the valve device, particularly with the brake control valve 101 integrated into the valve device 4 connected in the middle. Alternatively, only these two pressures may be supplied to the EBS control unit 23. Or, another pressure may be supplied to the EBS control unit 23. This other pressure may be the pressure of the air spring device, which is then processed in the EBS control unit (or a corresponding pressure signal) to output a service braking pressure suitable for the service brake chamber 28. This service braking pressure may, for example, be related to the axle load, which is associated with the pressure in the air spring device or the air spring bellows of each axle.

[0201] In an embodiment of the present invention, the storage container 9 can be connected not only to the container connector 8 of the valve device 4, but also to the container connector 30 of the EBS control unit 23.

[0202] As previously explained, if the pressure in storage container 9 falls below a threshold (which is necessary for the execution of the prescribed service braking), the overrun valve function of overrun valve device 43 is deactivated. Alternatively or cumulatively, for the overrun function implemented via emergency braking function – overrun device 43 – it can be checked whether the electrical, electro-pneumatic, or mechanical components of valve device 4 are still functional, which can be determined, for example, by the signal used to energize the solenoid valve and / or the pressure sensed in the valve device.

[0203] Alternatively, in addition to transmitting braking control pressure via the coupling head-brake 3, an electrical signal can also be transmitted through a suitable port between the tractor and the trailer. In this case, even when the prescribed braking control signal is not present on the coupling head-brake 3, braking of the trailer can be achieved via the service brake using the EBS control unit 23 based on the electrically transmitted braking signal, according to a pre-given signal from the tractor.

[0204] It is possible that the compressed air device 125 according to the invention is constituted by a commercial vehicle trailer-compressed air unit 1 in the illustrated and shown embodiments. However, it is also possible that the compressed air device 125 according to the invention is a part of the commercial vehicle trailer-compressed air unit 1, in particular only by the parking valve 10 or by the valve device 4 configured as structural unit 5.

[0205] For the embodiments according to Figures 1, 6, 7, 13 to 18 and 20, the parking valve 10 does not have two actuators 109, 110.

[0206] List of reference numerals

[0207] 1. Commercial vehicle trailer - compressed air equipment

[0208] 2-Couple Head-Storage

[0209] 3. Coupler head - brake

[0210] 4-valve device

[0211] 5 structural units

[0212] 6 Supply Connectors

[0213] 7 Parking brake connector

[0214] 8 container connectors

[0215] 9 storage containers

[0216] 10 parking valves

[0217] 11 control valve

[0218] 12 control buttons

[0219] 13 control buttons

[0220] 14 Input or supply connector

[0221] 15 output connectors

[0222] 16 connecting pipes

[0223] 17 Input Connector

[0224] 18 Check Valve

[0225] 19 Container Connector

[0226] 20 control lines

[0227] 21 Vent Connector

[0228] 22 Parking brake connector

[0229] 23 EBS Control Unit

[0230] 24 Parking Brake Connector

[0231] 25 service brake connector

[0232] 26-combination brake cylinder

[0233] 27 Spring Accumulator Chamber

[0234] 28 service brake chambers

[0235] 29 Parking brake connector

[0236] 30 container connector

[0237] 31 Container Piping

[0238] 32 Brake Control Connector

[0239] 33 Brake control line

[0240] 34 pressure sensors

[0241] 35 Parking safety devices

[0242] 36 Pistons

[0243] 37 putter

[0244] 38 springs

[0245] 39 pressure chambers

[0246] 40 branch pipes

[0247] 41 Emergency Braking Device

[0248] 42 Reversing valve

[0249] 43 Emergency Braking Function - Over-Control Device

[0250] 44 Emergency Braking Function - Overload Valve

[0251] 45 Two-position three-way reversing solenoid valve

[0252] 46 control connector

[0253] 47 control connector

[0254] 48 control circuits

[0255] 49 Control Connector

[0256] 50 container connector

[0257] 51 Storage Containers

[0258] 52 branch pipes

[0259] 53 Overflow Valve

[0260] 54 Check Valve

[0261] 55 check valve

[0262] 56 Non-motorized devices

[0263] 57 Non-motorized valve

[0264] 58 Check Valve

[0265] 59 Control Connector

[0266] 60 control connector

[0267] 61 pressure sensor

[0268] 62 Reversing Valve

[0269] 63 pressure sensor

[0270] 64 Check Valve

[0271] 65 control connector

[0272] 66 Lifting Valve Device

[0273] 67 Valve Components

[0274] 68 driving-valve

[0275] 69 rise-valve

[0276] 70 drop-valve

[0277] 71 Valve Push Rod

[0278] 72 slope

[0279] 73 bumps

[0280] 74 valve push rod

[0281] 75 bump

[0282] 76 valve push rod

[0283] 77 Air Spring Tubing

[0284] 78 Air Spring Bellows

[0285] 79 Mechanical Level Height Adjusting Valve

[0286] 80 vent end

[0287] 81 Reset to Driving Device

[0288] 82 pressure chambers

[0289] 83 Reset to Driving-Pipeline

[0290] 84 Level Height Adjustment Device

[0291] 85 Solenoid Valve

[0292] 86 Solenoid Valve

[0293] 87 control connector

[0294] 88 control connector

[0295] 89 Reset to driving - Solenoid valve

[0296] 90 lifting shaft valve device

[0297] 91 load-bearing corrugated pipe

[0298] 92 rising corrugated pipe

[0299] 93 Lifting Bellows Valve

[0300] 94 load-bearing bellows valve

[0301] 95 Pre-control Valve

[0302] 96 control connector

[0303] 97 control connector

[0304] 98 Solenoid Valve

[0305] 99 displacement sensor

[0306] 100 branch pipes

[0307] 101 trailer brake valve

[0308] 102 Check Valve

[0309] 103 Pre-control Valve

[0310] 104 combination valve

[0311] 105 Electronic Control Unit

[0312] 106 Transmitting and / or Receiving Devices

[0313] 107 Parking Brake Line

[0314] 108 branch pipe

[0315] 109 actuator

[0316] 110 actuator

[0317] 111 control connector

[0318] 112 control connector

[0319] 113 graded braking device

[0320] 114 Solenoid Valve

[0321] 115 Two-position Three-way Reversing Solenoid Valve

[0322] 116 control connector

[0323] 117 Solenoid Valve

[0324] 118 Two-position three-way reversing solenoid valve

[0325] 119 Braking Control Input Terminal

[0326] 120 brake control output terminal

[0327] 121 Second parking valve

[0328] 122 check valve

[0329] 123 control connector

[0330] 124 Input and / or Output Devices

[0331] 125 Compressed Air Unit

Claims

1. A compressed air device (125) for a trailer of a commercial vehicle, comprising: a) Parking valve (10), which has: aa) Parking brake connector (22); and ab) Parking position, in which the parking brake connector (22) is vented; and ac) Release position, in which the parking brake connector (22) is inflated; and ad) At least one manually operated element, by means of manual operation of the operating element, the parking valve (10) can be operated: - Transition from the parking position to the released position; and - Transition from the release position to the parking position; and ae) An electrically actuated first actuator (109) that switches the parking valve (10) from the parking position to the release position and / or holds it in the release position; and af) A second actuator (110) that can be electrically operated, which switches the parking valve (10) from the release position to the parking position and / or keeps it in the parking position; b) An electronic control unit (23; 105) with control logic, which ba) Check the eligibility for trailer operation and, in the absence of eligibility, implement non-motorized functions by manipulating the second actuator (110) to switch the parking valve (10) from the release position to the parking position or to remain in the parking position; and / or bb) Check if the emergency braking standard exists, and if the emergency braking standard exists, implement the emergency braking function by manipulating the second actuator (110) to switch the parking valve (10) from the release position to the parking position or to remain in the parking position; and / or bc) Check if an emergency braking standard exists and check if there is pressure above a threshold for the service brake in the storage container (9), and implement the emergency braking function-override function if both an emergency braking standard and said pressure above the threshold exist, by not manipulating the second actuator (110) to switch the parking valve (10) from the release position to the parking position or to hold it in the parking position; and / or by manipulating the first actuator (109) to switch the parking valve (10) from the parking position to the release position or to hold it in the release position; and / or bd) Check if a parking condition exists, and if a parking condition exists, manipulate the second actuator (110) to implement a parking safety function by switching the parking valve (10) from the release position to the parking position and / or keeping it in the parking position.

2. The compressed air device (125) according to claim 1, characterized in that, a) The parking valve (10) and / or the control valve (11) and / or the lift valve assembly (66) and / or the leveling valve assembly (84) and / or the lift shaft valve assembly (90) and / or the pressure sensor (61; 63) and / or the relief valve (53) and / or the trailer brake valve (101) are integrated into a single valve assembly (4); and b) The valve device (4) is constructed as a structural unit (5).

3. The compressed air device (125) according to claim 2, characterized in that, The electronic control unit (105) is part of the valve device (4) or part of the structural unit (5) formed by the valve device.

4. The compressed air device (125) according to claim 2, characterized in that, The electronic control unit is configured as an EBS control unit (23), and the parking valve (10) or the valve device (4) has an electrical control connector (46), through which the EBS control unit (23) controls the first actuator (109) and / or the second actuator (110).

5. The compressed air device (125) according to claim 2, characterized in that, The electronic control unit (23; 105) or an EBS control unit a) Connected to the coupling head-brake (3) while bypassing the valve device (4); and b) Connect to the parking brake connector (22) of the parking valve (10).

6. The compressed air device (125) according to claim 5, characterized in that, a) The second actuator (110) has a pressure chamber (39) and a piston (36) having a limit on the pressure chamber (39) and being spring-loaded, which loads the pressure chamber to apply pressure to the supply connector (6). b) The piston (36) is coupled to the push rod (37), which forms a mechanical drive connection with the valve element of the parking valve (10) in order to switch the parking valve (10) from the release position to the parking position.

7. The compressed air device (125) according to claim 6, characterized in that, a) The pressure chamber (39) can be connected to the supply connector (6) via the electric emergency braking function - overload valve (44); and b) When the pressure on the supply connector (6) drops, the emergency braking function-over-control function is implemented in such a way that the emergency braking function-over-control valve (44) connects the pressure chamber (39) to the storage container (9).

8. The compressed air device (125) according to claim 6, characterized in that, The overrun valve (44) in the overrun position connects the control connector (49) of the parking valve (10) to the storage container (9), thereby switching the parking valve (10) to the release position or keeping the parking valve (10) in the release position, but the parking valve (10) cannot be switched to the parking position by the emergency braking function.

9. The compressed air device (125) according to claim 8, characterized in that, The second actuator (110) has a non-motorized valve (57), which a) Positioned before or after the parking valve (10); and b) It has a non-motorized operating position in which flow from the parking valve (10) to the EBS control unit (23) or one of the EBS control units is not possible, but flow from the EBS control unit (23) to the parking valve (10) is possible; and c) It has a motorized operating position in which flow can be realized not only from the parking valve (10) to the EBS control unit (23), but also from the EBS control unit (23) to the parking valve (10).

10. The compressed air device (125) according to claim 9, characterized in that, If the pressure in the parking brake line (107) leading to the EBS control unit (23) exceeds a threshold, the non-motor valve (57) occupies or maintains the motor operation position.

11. The compressed air device (125) according to claim 9 or 10, characterized in that, The non-motorized valve (57) is pre-controlled electronically and pneumatically by a pre-control valve (103), wherein the pre-control valve (103) is configured as an emergency braking function over-control valve (44).

12. The compressed air device (125) according to claim 11, characterized in that, The pneumatic control connector (59 / 60) of the non-motorized valve (57) is replaced by a) It can be connected to the pre-control valve (103) or the emergency brake valve-override valve (44); and b) It can be connected to the parking brake line (107).

13. The compressed air device (125) according to claim 12, characterized in that, The first actuator (109) has a multi-functional emergency braking function overload valve (44), which not only controls the emergency braking function of a lift valve device or the lift valve device (66) but also controls the reset of a lift valve device or the lift valve device (66) to the driving function.

14. The compressed air device (125) according to claim 13, characterized in that, The valve device (4) has a) Wireless transmitting and / or receiving device (106); and / or b) Input and / or output devices (124).

Images