Brake pressure regulator and its purpose

Abstract

The invention relates to a brake pressure regulator (110; 106). The regulator comprises: a relay valve (202) for controlling the supply of pressurized air from a primary source (II) to at least one brake actuator (112a, 112b); a first valve subunit (204) configured to be electronically actuated, wherein the first valve subunit (204) is configured to receive a primary control pressure from the primary source (II) for operating the relay valve (202), characterized in that a second valve unit (206) is configured to receive at least a secondary control pressure from a secondary source ("BST") and at least a portion of the primary control pressure from the primary source (II) and transmit either the primary control pressure or the secondary control pressure to the relay valve (202), and wherein when the secondary control pressure is transmitted to the relay valve (202), the primary control pressure from the primary source (II) is disconnected. The invention further relates to a use of the brake pressure regulator.

Description

Technical Field

[0001] The present invention relates to a brake pressure regulator for a pneumatic brake system and / or for a vehicle,

[0002] The brake pressure regulator includes a relay valve for controlling the supply of pressurized air from a primary source to at least one brake actuator, a first valve subunit configured to be electronically actuated, wherein the first valve subunit is configured to receive a primary control pressure from the primary source intended to operate the relay valve; and a second valve unit configured to receive at least a secondary control pressure from a secondary source and at least a portion of the primary control pressure from the primary source and transmit the primary control pressure or the secondary control pressure to the relay valve, wherein when the secondary control pressure is transmitted to the relay valve, the primary control pressure from the primary source is disconnected, and / or when the primary control pressure is transmitted to the relay valve, the secondary control pressure from the secondary source is disconnected, and the second valve unit is a mechanically operable valve, wherein the mechanically operable valve is a double-sided check valve configured to selectively transmit a higher pressure of the primary control pressure and the secondary control pressure received from the primary source and the secondary source, respectively. The invention also relates to a corresponding pneumatic brake system and / or a vehicle.

[0003] More specifically, the present invention relates to a brake pressure regulator for a vehicle. Preferably, the present invention relates to a brake pressure regulator that can be operated by pneumatic force, for example, as a multi-relay valve in conjunction with a wheel-end actuator for a pneumatic brake system. For example, the brake pressure regulator of the present invention may be a pneumatic brake pressure regulator positioned at the front and / or rear axle of a vehicle or associated with applying control pressure to a trailer's brake system. According to embodiments of the present invention, the brake pressure regulator can be used to control the braking of a towed vehicle or trailer, and is often referred to as a trailer control valve. Background Art

[0004] .The electronic braking system allows for precise, controlled and rapid braking of the vehicle. In this case,

[0005] The output signal of the brake signal transmitter or brake pedal, reflecting the driver's deceleration request, is transmitted to a control unit. In the control unit, the output signal of the brake signal transmitter can be modified by additional driving safety systems, such as the anti-lock braking system (ABS), traction control, anti-skid regulation (ASR), or systems for the Electronic Stability Program (ESP). The control unit then generates control signals that are transmitted to the "brake pressure regulator" or brake pressure valve. These control signals control the supply of pressure medium (usually compressed air in the case of utility vehicles) to the individual brake systems or brake cylinders in a wheel- or axle-specific manner via an electropneumatically actuated valve arrangement.

[0006] In the event of a failure of the control unit or its electronic components, for example due to a power outage, electronic braking systems typically include a redundant system associated with the service brakes that can be pneumatically controlled to ensure that braking options are available in the event of a failure of the electronic system or a portion of the electronic system. Various braking regulations in different parts of the world even prescribe requirements to enable redundant operation of the braking system in vehicles. For example, UN-ECE Reg. No. 13, in paragraph 5.2.1.18.3, specifies such a requirement for trailer brakes in the event, for example, of a defective electrical wiring.

[0007] It should be noted, however, that conventional brake pressure regulators are known that facilitate pneumatic redundancy systems within electropneumatic brake systems.

[0008] Brake pressure regulators for controlling the flow of pressurized air to a brake actuator associated with a front axle or to a brake actuator associated with a trailer are known in the art. For example, US Patent Publication No. US2017 / 210365 further discloses a conventional brake pressure regulator.

[0009] As another example, EP 3 112 230 A1 discloses a parking brake valve having the possibility of pneumatic redundant braking when, for example, an electronic failure occurs at one or more components associated with the parking brake valve, etc.

[0010] As yet another example, DE 10 2018 122 193 A1 discloses a front axle valve package and / or trailer control valve with the possibility of transmitting pneumatic redundant brake control.

[0011] For the purpose of illustration, also in this application Figure 4A conventional brake pressure regulator 400 is shown in FIG. This figure is also clearly identified as "prior art" in the drawings of this application. Although those skilled in the art of vehicle brake systems can deduce the general function of brake pressure regulator 400 from the aforementioned U.S. Patent Publication US2017210365, its general function is briefly explained herein (to the extent necessary).

[0012] .from Figure 4 It can be concluded that in order to connect the service brake pressure inlet 410 to the service brake pressure outlet 412, the relay valve 402 should be activated. According to the conventional brake pressure regulator 400, pneumatic pressure is applied to actuate the relay valve 402 to selectively enable or disable such connection between the inlet 410 and the outlet 412. The control pressure is derived from the control pressure inlet 408 receiving pressurized fluid from the tank via the brake signal transmitter (BST). However, Figure 4 It can also be seen that activation of the relay valve 402 depends on receiving a control pressure supply from, for example, the first valve unit 404 and / or the second valve unit 406. Based on the activation state of the first and second valve units 404 and 406, pressurized air is supplied to the relay valve 402. It should be noted that there are also default positions for the first and second valve units 404 and 406, in which pressurized air is supplied to the relay valve 402 almost one of the two valve units 404 and 406 as a safety precaution. In other words, if the electronic control of the valve units 404 and 406 does not work, they remain in the default position, which still enables the pressurized air supply to actuate the relay valve 402. The default position of each 2 / 2 solenoid valve provided in the first and second valve units 404 and 406 will ensure that the required connection is established between the inlet 410 and the outlet 412 so that during an emergency braking application scenario, when the driver presses the brake pedal ( Figure 4 ), the control pressure is still supplied to the relay valve 402 to be activated. Such a solution may be referred to as a safety brake solution and may, for example, sometimes be prescribed by brake regulations.

[0013] However, as can be seen above, valve units 404 and 406 can only be actuated electronically.

[0014] If valve units 404 and 406 need to be changed from their default positions, the solenoids of the corresponding valve units are required. Furthermore, this requires additional wiring and related preparation within conventional brake pressure regulator 400. Needless to say, this has a direct impact on product costs, as the use of electronically controlled solenoids incurs additional manufacturing and construction costs, while at the same time meeting regulatory safety requirements.

[0015] . Figure 5A cross-sectional view of a conventional brake pressure regulator 400 is shown, wherein a valve 406,

[0016] The positions of valves 404a and 404b may also be considered. In addition, the positions of the inlets 408, 410 of the regulator may also be considered. However, in this context, the position of valve 406 is more important.

[0017] It should be noted that the three electronically actuatable valves 404a, 404b, and 406 are placed in parallel positions within the housing 502 of the brake pressure regulator 400. As described above, it may not be cost-effective to provide space allocation for the three valves 404a, 404b, and 406 to be arranged in parallel with each other and each of which is actuated by a solenoid.

[0018] As can be seen from the above, one cost-effective solution is to use a mechanically operable valve instead of a solenoid valve, as can be found, for example, in German patent application DE 10 2018 122 193 A1, also filed by the applicant of the present application. However, one challenge in implementing such a concept is the design constraints involved within the brake regulator when utilizing a mechanically operable valve while simultaneously achieving the same functionality as an electronically operated valve. One goal is to reduce the cost associated with the wiring and other details of a brake pressure regulator, such as conventional brake pressure regulator 400, while simultaneously providing the same functionality as an electronically operated valve and complying with the space constraints within the brake pressure regulator. Summary of the Invention

[0019] As can be seen from the above section, a cost effective solution is not only to relocate eg an existing solenoid valve with a mechanical valve, but to use said mechanical valve to obtain the same functionality taking into account the space constraints within the brake pressure regulator.

[0020] A main object of the present invention is to provide a preferred brake pressure regulator, in which the mechanically operable valve is constructed and integrated in the brake pressure regulator in an advantageous manner taking into account the above-mentioned conditions.

[0021] .This object is achieved by the claimed invention.

[0022] According to an embodiment of the present invention, a brake pressure regulator is provided, wherein the regulator comprises a relay valve to control the supply of pressurized air from a primary source (II) to at least one brake actuator, a first valve subunit, the first valve subunit being configured to be electronically actuated, wherein

[0023] The first valve subunit is configured to receive a primary supply pressure from a primary source (II) and a connection to ambient air for exhaust purposes, intended to control a relay valve, and a second valve unit, which is configured to receive at least a secondary control pressure from a secondary source ("BST") and at least a portion of the primary control pressure from the primary source (II), and to transmit either the primary control pressure or the secondary control pressure to the relay valve, and wherein, when the secondary control pressure is transmitted to the relay valve, the primary control pressure from the primary source (II) is disconnected, and / or when the primary control pressure is transmitted to the relay valve, the secondary control pressure from the secondary source (BST) is disconnected, and the second valve unit is a mechanically operable valve.

[0024] .In addition, according to the present invention, the second valve unit is a double-sided check valve, which is configured to selectively transmit the higher value of the primary control pressure and the secondary control pressure received from the primary source (II) and the secondary source (BST), respectively, wherein the first valve subunit includes at least two solenoid-controlled valves, wherein the outlet of the first of the at least two solenoid-controlled valves leads to the inlet of the double-sided check valve and to the inlet of the second of the at least two solenoid-controlled valves.

[0025] One of the technical advantages of providing the second valve unit with a mechanically operable valve is that, unlike the second valve unit of a conventional brake regulator with an electronically controlled solenoid valve, the space required for wiring and other hardware associated with the solenoid valve is eliminated. This has a direct impact on the cost of the product and also makes the brake pressure regulator more autonomous and not always dependent on electronic control. In this particular way, redundancy is increased while meeting the safety requirements of the pneumatic brake system (or increasing the functionality of a brake regulator without electronic control). The double-sided check valve implements a simple mechanism in which

[0026] Concerning the selective transmission of brake pressure, the use of a double-sided check valve achieves the same control as achieved using a solenoid valve, since only one pressure line can be connected to the relay valve to actuate it.

[0027] Another technical advantage of the above embodiment is that, by enabling the outlet of the first of the at least two solenoid-controlled valves to be connected to the inlet of the double-sided check valve and, at the same time, to the inlet of the second of the at least two solenoid-controlled valves, the structural connection is relatively simplified. For the sole purpose of explaining this technical advantage, reference is made here to, for example, the disclosure from DE 10 2018 122 193 A1. The structural connection present in the first valve subunit from DE 10 2018 122 193 A1 is quite complex, as it complicates the overall function of the brake pressure regulator before the control pressure reaches the double-sided check valve. One of the objectives of the present invention is to simplify the design of the pre-control region (or the construction of the first valve subunit) of the brake pressure regulator before the control pressure from the primary source (II) reaches the double-sided check valve.

[0028] These and further developed configurations of the present invention are further summarized herein. These and further developed configurations provide further embodiments and associated technical advantages. As a result, the aforementioned advantages of the proposed concept are even further improved. For each of these and further developed configurations, independent protection is claimed, independent of all other features of the present disclosure.

[0029] According to the same development as above, in which a brake pressure regulator is described, a double-sided check valve includes a valve core having two opposing sides, wherein a first side of the two opposing sides receives pressurized air from a primary source (II), and a second side of the two opposing sides receives pressurized air from a secondary source (BST). The resulting configuration provided in this development implements a mechanism that can be selectively applied by translation using simple hardware means (i.e., the valve core configuration). Linear translation of the valve core enables preferential supply of pressurized air, i.e., whether from the secondary source or the primary source, based on the corresponding pressure magnitude.

[0030] According to one or more of the above developments, a brake pressure regulator is described, wherein the double-sided check valve comprises a housing covering a valve spool, wherein the valve spool is configured to translate linearly within the housing, and wherein the direction of movement of the valve spool within the housing is directly dependent on the difference in pressure magnitudes received from the primary source (II) and the secondary source (BST). One of the most advantageous developments of the invention is that a mechanically operable spool valve enables Boolean operation of the supply connection with a higher-pressure air supply. The surface interaction between the valve spool and the housing enables a simple mechanism for a three-port, two-position directional control valve with a minimum number of components.

[0031] In a further development of the present invention, the housing includes a shoulder to limit the linear translational movement of the valve spool in at least one of two directions ("L" or "R"). By providing such a shoulder to limit the movement of the valve spool, a minimum movement of the valve spool required to establish the fluid connection is achieved, further complying with the size restrictions of the double-sided check valve arrangement within the brake pressure regulator.

[0032] According to a further development, two opposing sides of the valve core include a first conical recess and a second conical recess. According to an exemplary embodiment, the cross-sectional profiles of the first and second conical recesses are identical. For example, such conical recesses ensure the functional integrity of the double-sided check valve, such that, when all other physical conditions are the same, only slight differences in the pressure magnitudes experienced on each of the first and second sides should be the factor that contributes to linear (translational) movement of the valve core, for example, from one side to the other.

[0033] As a further development of the double-sided check valve, the double-sided check valve further comprises an outer sleeve in the interior of which the housing is arranged, and wherein at least one sealing ring is arranged between the outer sleeve and the housing to establish a gas-tight combination therebetween.

[0034] In the same or a different development, a brake pressure regulator according to the present invention is described, wherein the first valve subunit includes two solenoid-controlled valves, the solenoid-controlled valves being 2 / 2 solenoid-controlled directional control valves, and wherein, based on the actuation state of each of the two directional control valves, the brake pressure regulator is configured to perform one of the following functions: enabling the supply of primary control pressure from a primary source (II) to actuate a relay valve; disabling or preventing the supply of primary control pressure from the primary source (II) to the relay valve; and releasing the primary control pressure from the primary source (II) to atmosphere, wherein the primary control pressure is intended to operate the relay valve. In combination with simple mechanically operable valves, the electronically or solenoid-controlled directional valves provide a straightforward arrangement for the complex operation of connecting and / or venting control pressure from a primary source (such as a tank II).

[0035] In one development, a brake pressure regulator is described, wherein the relay valve, the first valve subunit, and the second valve unit are contained within a single cast body of the brake pressure regulator. To facilitate manufacturing, all components are incorporated into a single cast unit. For example, aluminum or cast iron can be used to manufacture the cast body of the brake pressure regulator.

[0036] . A brake pressure regulator according to any of the above developments, wherein the brake pressure regulator is used to control the supply of pressurized air to a brake actuator associated with a front axle (FA) of a vehicle.

[0037] According to a particularly preferred embodiment of the present invention, the brake pressure regulator further includes a pressure sensor, wherein the pressure sensor is a pulse-width modulation (PWM)-based pressure sensor. Technical advantages include, for example, the use of a PWM-based pressure sensor can provide highly accurate pressure readings when a brake pressure regulator such as the one disclosed herein is used in an environment subject to external interference. Furthermore, it should be noted that the technical purpose of providing a PWM-based pressure sensor as the pressure sensor for the brake pressure regulator is to enable compliance with the "Functional Safety" requirements of ISO Standard 26262.

[0038] As one aspect of the present invention, a pneumatic brake system is disclosed, comprising: a brake pressure regulator according to one or more of the above-described developments; a centralized pressure regulator connected to the brake pressure regulator; and a centralized electronic control unit mounted on a central axle control valve, wherein the centralized electronic control unit transmits control signals to at least a first valve subunit. In another development, a vehicle including the pneumatic brake system is disclosed.

[0039] As another aspect of the present invention, a development or embodiment of the use of the brake pressure regulator according to any of the above aspects as a trailer control valve is provided.

[0040] As yet another aspect of the present invention, a development or embodiment of the use of the brake pressure regulator according to any of the above aspects is provided as a rear axle brake pressure regulator.

[0041] .In order that the invention may be more fully understood, the invention will now be described in detail with reference to the accompanying drawings. The detailed description will illustrate and describe what are considered to be preferred embodiments of the invention. It will of course be understood that various modifications and changes in form or detail may readily be made without departing from the spirit of the invention. It is intended that the invention may not be limited to the exact forms and details shown and described herein, nor to anything less than the entirety of the invention disclosed herein and hereinafter claimed. Further, the features described in the description and drawings disclosing the invention may be essential for the invention to be considered alone or in combination. In particular, any reference signs herein should not be construed as limiting the scope of the invention. The wording "comprising..." does not exclude other elements or steps. The wording "a"

[0042] The word "a" or "an" does not exclude a plurality. The word "a number" of items also includes a quantity of one, ie a single item, as well as further quantities such as two, three, four etc. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] . Figure 1A pneumatic braking system for a vehicle according to an embodiment of the present invention is illustrated;

[0044] . Figure 2 A brake pressure regulator according to an embodiment of the present invention is illustrated;

[0045] . Figure 3a A cutaway sectional view of a double-sided check valve according to an embodiment of the present invention is illustrated;

[0046] . Figure 3b A perspective view of a double-sided check valve according to an embodiment of the present invention is illustrated;

[0047] . Figure 3c illustrates a cross-sectional view of a brake pressure regulator according to an embodiment of the present invention;

[0048] . Figure 4 A conventional brake pressure regulator is illustrated; and

[0049] . Figure 5 A cross-sectional view of a conventional brake pressure regulator is shown.

[0050] Further details and advantages of the different components are explained in the detailed description provided below. The labeling of elements in the different figures should not be interpreted as limiting.

[0051] For identical or equivalent items or items having identical or equivalent functions, the same reference numerals are used hereinafter. For corresponding features, reference is therefore made to the above description. DETAILED DESCRIPTION

[0052] . Figure 1 A pneumatic brake system 100 of a vehicle (not numbered) according to an embodiment of the present invention is illustrated. Alternatively, a vehicle (not numbered) includes the pneumatic brake system 100 .

[0053] The pneumatic brake system 100 generally comprises a centralized (brake) pressure regulator 102, which is particularly configured to receive the brake signal from the brake signal transmitter (in Figure 1 The centralized pressure regulator 102 receives brake control input in the form of control pressure and, in a preferred embodiment, receives electronic signals from an electronic stability control module (ESCM) 102a connected thereto via, for example, a CAN (Controller Area Network) bus. In a further preferred embodiment, the centralized pressure regulator 102 is also connected to, for example, a vehicle connected to a trailer ( Figure 1 It should be noted that the driver of the vehicle actuates the brake pedal or BST to apply force to the wheel end actuators 112a, 112b, 112c, 112d associated with different wheels (not shown in the figure).

[0054] Supply brake pressure.

[0055] In such Figure 1 In a modern pneumatic brake system as shown in , the BST simply uses the pressure from the brake pedal ( Figure 1 ) reads the stroke sensor (not shown) of the control output Figure 1 The stroke sensor (not shown) transmits an electronic signal to the central brake pressure regulator unit which is combined with the centralized pressure regulator 102. Figure 1 ) is configured to read or determine the movement of the plunger as a result of the driver applying pressure on the brake pedal.

[0056] Upon receiving the control input from the BST, the centralized pressure regulator 102 transmits the control pressure to the brake pressure regulators, in particular the brake pressure regulator at the front axle "FA" and the brake pressure regulator assigned to the trailer brake. Figure 1 In FIG, the brake pressure regulator assigned to the front axle brake is labeled "110," and the brake pressure regulator assigned to the trailer brake is labeled "106." From the respective brake pressure regulators, control pressure is transmitted to the respective wheel-end actuators 112a, 112b, 112c, and 112d, which apply the vehicle brakes.

[0057] .also, Figure 1 Different accumulators or tanks are shown to supply pressurized air to different receivers present within the pneumatic brake system 100. For example, tank "I" is configured to supply pressurized air to wheel end actuators 112c and 112d present at the rear axle of the vehicle, while tank "III"

[0058] It is primarily used to apply the parking brake and supply pressurized air to the trailer brake pressure regulator 106. Tank "II" is used to supply pressurized air to the front axle brake control regulator 110.

[0059] The pneumatic brake system 100 of this embodiment further includes wheel speed sensors WSS1, WSS2, WSS3, and WSS4 located at each wheel for determining the rotational speed of the wheel, a CAN network unit 114 (referring to a networked unit operating via the CAN protocol), an onboard battery 116, and a steering angle sensor 118. The functions of these components are not part of the present invention, and therefore, no further explanation is provided in this regard.

[0060] In addition, the pneumatic brake system 100 also includes a parking brake control unit, Figure 1 For example, PB is connected to a brake pressure regulator 104, which is used to regulate the parking brake according to an embodiment and which is also connected to the rear axle (in Figure 11 and 12. The spring brakes 112a and 112b are associated with the actuators 112c and 112d (denoted as “RA” in FIG).

[0061] Further details of the brake pressure regulators 110 and / or 106 of the present invention are provided in subsequent sections. To the extent that the subject matter of the present invention relates to the brake pressure regulator 110 associated with the front axle FA of a vehicle, the basic features of the claimed invention and the technical teachings associated with brake pressure regulators provided at other parts of the pneumatic brake system 100, including the centralized pressure regulator 102, the trailer brake pressure regulator 106, and, in exceptional cases, the rear axle pressure regulator or relay valve 106.

[0062] . Figure 2 A brake pressure regulator 110 a according to an embodiment of the present invention is illustrated.

[0063] .like Figure 2 As shown in FIG, the brake pressure regulator 110a includes a relay valve 202 to control the flow of pressure from a primary source (II) to at least one brake actuator 112a, 112b (see FIG. Figure 1 ) of the pressurized air supply. For example, actuation of the relay valve 202 enables connection between the supply lines 202.1 and 202.2. The supply line 202.1 is connected to the tank "II" (see Figure 1 ), while supply line 202.2 leads to the anti-lock brake system valves ABS-1 and ABS-2 (see Figure 1 ), and thus to the wheel-end actuators 112a and 112b.

[0064] However, in order to open / close the relay valve 202, it is usually necessary to control the pressure. Figure 2 It can be seen that the control pressure is received from the second valve unit 206. According to the present embodiment, the second valve unit 206 is a mechanically operable valve. In turn, the second valve unit 206 receives a control pressure input from either of the control input lines 206.1 and 206.2. In the illustrative embodiment, for example, the control input line 206.1 is connected to the first valve subunit 204, while the control input line 206.2 is connected to the BST (see Figure 1 ).

[0065] According to this embodiment, the first valve subunit 204 is configured to be electronically actuated, wherein the first valve subunit 204 is configured to receive a primary control pressure from a primary source, such as a tank “II”, intended to operate the relay valve 202. For example, see reference numeral 202.3, where the connection to the tank II is shown as bifurcated, one of which leads to the supply line 202.1 and the other to the port 208.1 of the first solenoid-controlled 2 / 2 directional control valve 208 of the first valve subunit 204.

[0066] Furthermore, according to the same embodiment, the second valve unit 206 is configured to receive at least one Figure 1 "BST") receives the secondary control pressure and supplies it to a primary source such as Figure 1 The secondary control pressure is received by the relay valve 202 from the primary source (such as a storage tank "II") and transmitted to the relay valve 202, in particular for activating the relay valve 202, for example, to open the relay valve 202, and wherein, when the secondary control pressure is transmitted to the relay valve 202, the relay valve 202 is opened by the primary source (such as a storage tank "II"). Figure 1 The primary control pressure of tank "II" is disconnected.

[0067] Furthermore, in a preferred embodiment, the first valve subunit 204 includes at least two solenoid-controlled valves 208 and 210 (described further below). The outlet 208.2 of the first of the at least two solenoid-controlled valves 208 and 210 opens into the inlet 206.1 of the double-sided check valve 206 and into the inlet of the second of the at least two solenoid-controlled valves 208 and 210. As also mentioned in the summary of the invention above, enabling a connection between the outlet 208.2 of the first of the at least two solenoid-controlled valves 208 and 210 and the inlet 206.1 of the double-sided check valve 206, while also enabling a connection between the inlet 206.1 of the second of the at least two solenoid-controlled valves 208 and 210, provides a technical advantage of relatively simplified structural connections. A person skilled in the art will understand this when comparing, for example, DE 10 2018 122 193 A1. The structural connections within the first valve subunit of DE 10 2018 122 193 A1 are quite complex, complicating the overall functionality of the disclosed brake pressure regulator before the control pressure reaches the double-sided check valve 206. One of the objectives of the present invention is to simplify the design of the pre-control region of the brake pressure regulator 110 (e.g., the region associated with the first valve subunit 204) before the control pressure from the primary source (II) reaches the double-sided check valve 206.

[0068] According to a preferred embodiment, it should be noted that the second valve unit 206 receives at least a portion of the primary control pressure from the primary source via the first valve subunit 204. According to this embodiment, the two solenoid-controlled valves 208 and 210 are two solenoid-controlled "2 / 2" directional control valves 208 and 210, and the brake pressure regulator 110a is configured to perform one of the following functions based on the actuation state of each of the two directional control valves 208 and 210: enabling the supply of primary control pressure from the primary source (II) to actuate the relay valve 202; disabling or preventing the supply of primary control pressure from the primary source (II) to the relay valve 202; and releasing the primary control pressure from the primary source (II) to the atmosphere, wherein the primary control pressure is intended to operate the relay valve 202. An additional function of releasing the primary control pressure toward the second valve unit 206 is also provided, as will be explained below.

[0069] The functions listed above are explained in detail below.

[0070] For example, when the first solenoid-controlled 2 / 2 directional control valve 208 is in an open state, at least a portion of the primary control pressure is allowed to be supplied from a primary source (such as tank II). When the valve 208 is in a closed state, the supply of primary control pressure from the primary source (II) to the relay valve 202 is either disabled or prevented. In the same example, when the valve 208 is in an open state, the primary control pressure exits the valve 208 at port 208.2.

[0071] As can be seen above, when the second solenoid-controlled 2 / 2 directional control valve 210 is in the open state, the primary control pressure is exhausted at port 202.4. However, when the second solenoid-controlled 2 / 2 directional control valve 210 is closed, the primary control pressure from valve 208 is directed to port 206.1 of the second valve unit 206. According to this embodiment, valve 210 includes first and second connection ports 210.1 and 210.2, wherein the first connection port 210 is configured to serve as the inlet port of valve 210, and the second connection port 210.2 is configured to serve as the outlet port of valve 210.

[0072] Furthermore, in the present embodiment of the brake pressure regulator 110a, the second valve unit 206 is a double-sided check valve 206 configured to selectively transmit a higher value of the primary control pressure and the secondary control pressure received from the primary source (II) and / or the secondary source (BST), respectively. For example, Figure 3a and Figure 3b More details of the double-sided check valve 206 and its function are explained.

[0073] The main technical advantage of the presence of the double-sided check valve 206 is that it avoids additional wiring components and associated space constraints, for example, by simply providing a mechanical solution that works under all pressure differential conditions. For example, a small difference in the pressure magnitude between the pressurized air received from, for example, ports 206.1 and 206.2 causes the valve core (see Figure 3a 302). This provides the possibility of a higher pressure being supplied to actuate the relay valve 202 and causing it to open the connection between the lines 202.1 and 202.2. For manufacturers such as the applicant, this also results in considerable cost savings, taking into account the number of products manufactured.

[0074] Further, as described above, in the brake pressure regulator 110a of the present embodiment, the double-sided check valve 206 includes a valve core (see Figure 3a 302), in particular having two opposite sides (see Figure 3a 302a and 302b), wherein a first of the two opposing sides receives pressurized air from a primary source (II) (e.g., via port 206.1), and a second of the two opposing sides receives pressurized air from a secondary source (BST) (e.g., via port 206.2).

[0075] According to an advantageous embodiment of the present application, the double-sided check valve 206 includes a housing (eg, Figure 3a 304 or 310), the housing covers the valve core (see Figure 3a 302 ), wherein the valve core is configured to be in the housing (eg, Figure 3a 304 or 310), and wherein the direction of movement of the spool within the housing is directly dependent on the difference in pressure magnitudes received from the primary source (II) and the secondary source (BST). Figure 3a and Figure 3b The functional type of the double-sided check valve 206 and further details of its technical characteristics are explained.

[0076] .Finally, a pressure sensor 212 is provided in the supply pressure line 202.2 connecting the relay valve 202 and a port 202.5, wherein the port 202.5 is connected to the actuators 112a and 112b. The pressure sensor 212 sends readings to the centralized brake pressure regulator 102, for example, to determine the presence of pressurized air flow in the line 202.2 and / or the pressure magnitude in said line. According to a preferred embodiment, the pressure sensor 212 is a pulse width modulation (PWM) based pressure sensor. As an illustrative explanation, it is mentioned here that a PWM based pressure sensor provides a pulse width modulated output of the pressure reading in, for example, the line 202.2. For example, when a brake pressure regulator such as that disclosed in the present invention is used in an environment with external interference, the use of a PWM based pressure sensor can achieve the provision of highly accurate pressure readings. For another example, the technical purpose of providing a PWM based pressure sensor as the pressure sensor 212 is to enable the use of a pressure sensor according to ISO 9001.

[0077] The “Functional Safety” requirements of standard 26262 are used to achieve compliance.

[0078] In the illustrative embodiment, it should be noted that valves 208, 210 can be electronically actuated based on a pressure modulation signal received from the centralized pressure regulator 102. For example, electronically controlled braking processes, such as an electronic braking system, an anti-roll braking method, an anti-skid braking method, and an anti-brake fold method, are implemented by controlled logic stored in the centralized pressure regulator 102, which may naturally include an electronic processing unit of appropriate caliber.

[0079] . Figure 3a A cut-away sectional view of a double-sided check valve 206 is illustrated in accordance with an embodiment of the present invention.

[0080] .According to the present embodiment, the double-sided check valve 206 includes a valve core 302 and a housing 304, wherein the valve core 302 has two opposite sides 302a and 302b, and the valve core 302 is configured to linearly translate or move in a linear manner within the housing 304. The direction of movement of the valve core 302 within the housing 304 is determined by which of the sides 302a and 302b the pressurized air hits or by which of the sides 302a and 302b of the valve core 302 experiences a higher magnitude of pressure. Alternatively, the "sides" mentioned in the context of the present embodiment may also be referred to as the "surface" or "contact surface" of the valve core 302. The pressurized air is configured to enter via a first inlet 304a that is present as part of the housing 304 or via a second inlet 306. According to one embodiment, the pressurized air entering the first inlet 304a comes from the BST (see Figure 1 ), and the pressurized air entering the second inlet 306 comes from the first valve subunit 204 (see Figure 2 ).

[0081] .In addition, if Figure 3a As shown in FIG, each of the two opposing sides 302a and 302b includes first and second conical recesses 302c and 302d. The conical recesses 302c and 302d enable better reception of pressurized air (due to their concave profiles), allowing its impact to be better received at the valve core 302. According to an exemplary embodiment, the cross-sectional profiles of the first and second conical recesses 302c and 302d are identical. For example, such conical recesses ensure the functional integrity of the double-sided check valve 206, so that when all other physical conditions are the same, only slight differences in the pressure magnitudes experienced by each of the first and second sides 302a and 302b should be the factor that contributes to the linear (translational) movement of the valve core 302.

[0082] If the pressure entering inlet 304 is higher in magnitude and impacts side 302b, the spool 302 is configured to Figure 3a The "left" direction of the "L" Figure 3a 304a and 306. Alternatively, if the pressure entering the inlet 306 is higher in magnitude, the spool 302 moves from the right side (R) to the left side (L). For example, the movement of the spool 302 can be triggered by a pressure differential of approximately 0.1 bar entering the first and second inlets 304a and 306.

[0083] One of the technical advantages of the present invention is that the double-sided check valve 206 is constructed to achieve Figure 4

[0084] The 2 / 2 solenoid valve 406 of the conventional brake regulator 400 shown in FIG. 4 has the same function as that of the 2 / 2 solenoid valve 406, without taking up further space for additional wiring. This contributes to, for example, cost savings of the product (ie, the brake pressure regulator) while complying with safety requirements.

[0085] According to the same embodiment, the housing 304 includes a shoulder portion 304.1 to limit the linear translation movement of the valve core 302 in at least one of the two directions "L" or "R", such as from Figure 3a As can be concluded.

[0086] According to an advantageous embodiment, the housing 304 is further enclosed by an outer sleeve 310. In one exemplary embodiment, the outer sleeve 310 is integral with the housing 304. Furthermore, according to an embodiment, the outer sleeve 310 is provided with a second inlet 306, while the first inlet 304a is provided on the housing 304. In the same embodiment, the outer sleeve 310 can include a horizontal tube portion 310.1, into which the housing 304 is slidably positioned, for example, by an interference fit, thereby establishing a gas-tight connection between the housing 304 and the outer sleeve 310. Furthermore, in this embodiment, the gas-tight connection between the housing 304 and the outer sleeve 310 is established with the aid of at least one sealing ring 310.3.

[0087] In the same or another embodiment, the housing 304 may include a first shoulder stop 304b, and the outer sleeve 310 may include a second shoulder stop 310.2, wherein the valve spool 302 is configured to linearly reciprocate between the first and second shoulder stops 304b and 310.2. In other words, the shoulder stops 304b and 310.2 are configured to act as motion stoppers for the valve spool 302.

[0088] . Figure 3b Illustrated is a perspective view of a double-sided check valve 206 according to an embodiment of the present invention.

[0089] The outlet 308 of the double-sided check valve 206 is shown in perspective view, which is connected to the third supply line 206.3 of the double-sided check valve 206 (see Figure 2 ). The third supply line 206 . 3 leads to the relay valve 202 .

[0090] It should be noted in this context that the basic technical teachings of the present invention are equally applicable to brake pressure regulators associated with the front axle (FA) of a vehicle, e.g. Figure 1 '110', and the brake pressure regulator associated with the trailer, e.g. Figure 1 of “106”.

[0091] . Figure 3c A cross-sectional view of a brake pressure regulator 110 according to an embodiment of the present invention is illustrated.

[0092] .As in Figure 3c It can be noted that the brake pressure regulator 110 of the present invention is shown as Figure 5 The valve 406 provided in the conventional brake pressure regulator 400 includes the double-sided check valve 206 at exactly the same position without affecting further detailed changes within the housing 212 of the brake pressure regulator 400 .

[0093] In the same embodiment, it should also be understood that the spatial arrangement of each of the two solenoid-controlled 2 / 2 directional control valves 208 , 210 within the brake pressure regulator 110 or 106 has the same spatial requirements as the double-sided check valve 206 .

[0094] One of the technical advantages of the present invention is that the double-sided check valve 206 of the present invention and the solenoid-operated valve 406 of the conventional brake regulator 400 are arranged in exactly the same spatial constraints, and they function in a similar manner, allowing both pneumatic control from the BST and electrical control provided by the first valve subunit 204. As has been mentioned throughout the application, this can save a lot of cost and have an impact on the overall pricing of a brake pressure regulator (such as "110" or "106"). For high-volume manufacturers, such as the applicant, this not only results in a simple construction of the brake pressure regulator,

[0095] It can also reduce assembly costs.

[0096] List of Reference Signs (Part of the Description)

[0097] 100 pneumatic brake system

[0098] 102 centralized pressure regulator

[0099] 102a Electronic Stability Control Module (ESCM)

[0100] 104 Brake pressure regulator at the rear axle

[0101] 106 trailer brake pressure regulator

[0102] 108 power line carrier (from the trailer side)

[0103] 110 front axle brake control regulator

[0104] 112a, 112b Brake actuator at the front axle

[0105] Brake actuator at the rear axle of 112c and 112d

[0106] 114CAN network unit

[0107] 116 Car Battery

[0108] 118 steering angle sensor

[0109] FA, RA front axle, rear axle

[0110] WSS1, WSS2, WSS3, WSS4 are wheel speed sensors associated with the corresponding wheels

[0111] I, II, III storage tanks

[0112] PB parking brake

[0113] BST brake signal transmitter

[0114] ABS1, ABS2 anti-lock braking system

[0115] 202 relay valve

[0116] 202.1, 202.2 supply pipelines

[0117] 202.3 Connection to Storage Tank II

[0118] 202.4, 202.5 connection ports

[0119] 204 first valve subunit

[0120] 206 second valve unit

[0121] 206.1, 206.2 Control input pipeline

[0122] 208 First solenoid-controlled 2 / 2 directional control valve

[0123] 208.1, 208.2 Connection port 210 of the first solenoid-controlled 2 / 2 directional control valve 208 Second solenoid-controlled 2 / 2 directional control valve

[0124] 210.1, 210.2 First and second connection ports of the second solenoid-controlled 2 / 2 directional control valve

[0125] 212, 414 pressure sensors

[0126] 302 valve core

[0127] 302a first side of the valve core 302

[0128] 302b first side of the valve core 302

[0129] 302c first conical depression on side surface 302a

[0130] 302d second conical depression on side 302b

[0131] 304 shell

[0132] 304.1 Shoulder portion of housing 304

[0133] 304a The first inlet of the housing 304

[0134] 304b The second inlet of the housing 304

[0135] 306 Second Entrance

[0136] Exit 308

[0137] 310 outer sleeve

[0138] 310.1 horizontal pipe

[0139] 310.2 Shoulder stop

[0140] 310.3 sealing ring

[0141] 312 shell

[0142] 400 Conventional Brake Pressure Regulator

[0143] 402 relay valve

[0144] 404 first valve unit

[0145] 404a, 404b can be electronically actuated valves

[0146] 406 electronically actuated valve

[0147] 408 control pressure inlet

[0148] 410 Entrance

[0149] Exit 412

[0150] 502 shell.

Claims

1. A brake pressure regulator (110; 106), including: a relay valve (202) for controlling the supply of pressurized air from a primary source (II) to at least one brake actuator (112a, 112b), a first valve subunit (204) configured to be electronically actuated, wherein the first valve subunit (204) is configured to receive a primary control pressure from the primary source (II) intended to operate the relay valve (202); and a second valve unit (206), the second valve unit (206) being configured to receive at least a secondary control pressure from a secondary source ("BST") and at least a portion of the primary control pressure from the primary source (II), and to transmit the primary control pressure or the secondary control pressure to the relay valve (202), and wherein when the secondary control pressure is transmitted to the relay valve (202), the primary control pressure from the primary source (II) is disconnected, and / or when the primary control pressure is transmitted to the relay valve, the secondary control pressure from the secondary source is disconnected, and the second valve unit (206) is a mechanically operable valve, wherein the mechanically operable valve is a double-sided check valve configured to selectively transmit a higher magnitude of the primary control pressure and the secondary control pressure received from the primary source (II) and the secondary source (BST), respectively, and wherein the first valve subunit (204) comprises at least two solenoid-controlled 2 / 2 directional control valves (208, 210), wherein an outlet (208.2) of a first 2 / 2 directional control valve (208) of the at least two solenoid-controlled 2 / 2 directional control valves (208, 210) leads to an inlet (206.1) of the double-sided check valve and to an inlet (210.1) of a second 2 / 2 directional control valve (210) of the at least two solenoid-controlled 2 / 2 directional control valves (208, 210), wherein the first valve subunit (204) comprises two solenoid-controlled 2 / 2 directional control valves (208, 210), and wherein, based on the actuation state of each of the two solenoid-controlled 2 / 2 directional control valves, the brake pressure regulator (110; 106) is configured to perform at least one of the following functions: - enabling the supply of the primary control pressure from the primary source (II) to actuate the relay valve (202); - disabling or preventing the supply of the primary control pressure from the primary source (II) to the relay valve (202); and - releasing the primary control pressure from the primary source (II) to atmosphere, wherein the primary control pressure is intended to operate the relay valve (202), The spatial arrangement or spatial requirement of each of the two solenoid-controlled 2 / 2-way control valves (208, 210) in the brake pressure regulator (110; 106) is the same as the spatial requirement of the double-sided check valve.

2. The brake pressure regulator (110; 106) according to claim 1, wherein The double-sided check valve includes a valve core (302) having two opposite sides (302a; 302b), wherein a first side of the two opposite sides receives pressurized air from the primary source (II) and a second side of the two opposite sides receives pressurized air from the secondary source (BST).

3. The brake pressure regulator (110; 106) according to claim 2, wherein: The double-sided check valve includes a housing (304) covering the valve core (302), wherein the valve core (302) is configured to translate linearly within the housing (304), and wherein the direction of movement of the valve core (302) within the housing (304) is directly dependent on the difference in magnitude of the pressure received from the primary source (II) and the secondary source (BST).

4. The brake pressure regulator (110; 106) according to claim 3, wherein: The housing (304) includes a shoulder (304.1) to limit the linear translation movement of the valve core (302) in at least one of two directions ("L" or "R").

5. The brake pressure regulator (110; 106) according to any one of claims 2, 3 and 4, wherein: The two opposite sides (302a; 302b) of the valve core (302) include a first conical recess (302c) and a second conical recess (302d).

6. The brake pressure regulator (110; 106) according to any one of claims 3 and 4, wherein The double-sided check valve further comprises an outer sleeve (310), the housing (304) being disposed within the outer sleeve (310), and At least one sealing ring (310.3) is provided between the outer sleeve (310) and the housing (304) so ​​as to establish an airtight combination between the outer sleeve (310) and the housing (304).

7. The brake pressure regulator (110; 106) according to claim 6, wherein The two opposite sides (302a; 302b) of the valve core (302) include a first conical recess (302c) and a second conical recess (302d).

8. The brake pressure regulator (110; 106) according to any one of claims 1 to 4, wherein: The relay valve (202), the first valve subunit (204) and the second valve unit (206) are contained in a single cast body of the brake pressure regulator (110; 106).

9. The brake pressure regulator (110; 106) according to any one of claims 1 to 4, wherein: The brake pressure regulator (110; 106) is used to control the supply of pressurized air to the brake actuators (112a, 112b) associated with a front axle (FA) of a vehicle.

10. The brake pressure regulator (110; 106) according to any one of claims 1 to 4, wherein The brake pressure regulator (110; 106) further includes a pressure sensor (212), wherein the pressure sensor (212) is a pulse width modulation (PWM) based pressure sensor.

11. A pneumatic braking system (100), comprising: A brake pressure regulator (106; 110) according to any one of the preceding claims; a centralized pressure regulator (102) connected to the brake pressure regulator (106; 110); and A centralized electronic control unit is mounted on the central axle control valve, wherein the centralized electronic control unit transmits control signals to at least the first valve subunit (204).

12. A vehicle comprising the pneumatic braking system (100) according to claim 11.

13. Use of a brake pressure regulator (106) according to any one of claims 1 to 10 as a trailer control valve.

14. Use of a brake pressure regulator (110; 106) according to any one of claims 1 to 10 as a rear axle brake pressure regulator (104).

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