Brake pressure regulator, pneumatic brake system and vehicle

Abstract

The present invention relates to a brake pressure regulator, a pneumatic brake system and a vehicle. The brake pressure regulator comprises: a relay valve; a first valve subunit configured to be electronically actuated; and a second valve unit configured to receive a secondary control pressure from a secondary source and at least a portion of a primary control pressure from a primary source, and to transmit either the primary control pressure or the secondary control pressure to the relay valve. According to the present invention, the second valve unit is a mechanically operable valve in the form of a pneumatic control valve having a valve housing, the valve housing comprising: a pressurized guide sleeve providing a valve chamber, the pressurized guide sleeve being configured to axially guide a pressure pickup piston or similar valve core suitable for its pneumatic actuation; and a coil housing configured to provide a coil chamber around the pressurized guide sleeve, wherein the valve chamber has no spring and the coil chamber has no coil or similar solenoid, so that the valve core can only be actuated pneumatically.

Description

Technical Field

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

[0002] Such a brake pressure regulator comprises: a relay valve for controlling the supply of pressurized air from a primary source to at least one brake actuator; a first valve subunit, which is configured to be electronically actuated, wherein the first valve subunit is configured to receive a primary control pressure from the primary source, which primary control pressure is intended to open the relay valve; and a second valve unit, which is configured to receive at least a secondary control pressure from a secondary source and at least part of the primary control pressure from the primary source, and to 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.

[0003] More particularly, the present invention relates to a brake pressure regulator operable by pneumatic force, for example as a multiple relay valve for a wheel-end actuator associated with a pneumatic brake system.

[0004] For example, the brake pressure regulator of the present invention can be a pneumatic brake pressure regulator (PCV unit section, pressure control valve unit section) arranged at the front and / or auxiliary axle of the vehicle (AVP axle valve package) or associated with applying control pressure to the trailer braking system. Background Art

[0005] Electronic braking systems allow for precise, controlled, and rapid braking of the vehicle. In this case, the output signal of a brake transmitter, which depends on the driver's deceleration request, is transmitted to a control unit. In the control unit, the output signal of the brake transmitter can also be modified by driving safety systems such as anti-lock braking systems, traction control systems, or systems for electronic stability control. The control unit then generates a control signal that is transmitted to a "brake pressure regulator" (BPM). This regulator controls the supply of pressure medium (typically 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 electromagnetically actuated valve arrangement.

[0006] In the event of a failure of the control unit, for example due to a power outage, an electronic brake system typically includes a redundant device associated with the service brakes or the pressure control system, so that the vehicle can be safely stopped by brake actuation even in such an operating situation. More particularly, the redundant device includes a regulator (PCV, pressure control valve) that can be operated solely by pneumatic force; this regulator does not require and / or is independent of the electronic control.

[0007] However, the use of spatially and structurally separate brake pressure regulators for the independent pressure control circuits results in relatively large installation space requirements and manufacturing costs for air brake systems of the type described for light to medium utility vehicles. Against this background, DE 10 2009 009 811 A1 discloses a dual-circuit brake pressure regulator for an electronic brake system of a vehicle.

[0008] Brake pressure regulators for controlling the flow of pressurized air to brake actuators associated with a front axle or brake actuators associated with a trailer are known in the art.

[0009] For example, U.S. Patent Publication No. US2017 / 210365 further discloses a conventional brake pressure regulator for controlling the pressurized air flow to a brake actuator, which uses a plurality of 2 / 2 solenoid control valves to manage the supply of pressurized air from a brake signal transmitter, thereby opening or closing one or more relay valves.

[0010] Such a conventional brake pressure regulator 400 is also described in the present application. Figure 4 . 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 above-referenced U.S. Patent Publication US 2017 / 210365, its general function is still briefly explained herein (to the extent necessary).

[0011] from Figure 4 It can be seen that in order to connect the service brake pressure inlet 410 and the service brake pressure outlet 412 for pressure from the reservoir II, 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 this connection between the inlet 410 and the outlet 412. This control pressure is derived from the control pressure inlet 408 receiving pressurized fluid from the reservoir via the brake signal transmitter (BST). Figure 4 It can also be seen, however, 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 valve unit 404 and the second valve unit 406, pressurized air is supplied to the relay valve 402.

[0012] It should be noted that there is also a default position for the first valve unit 404 and the second valve unit 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 valve unit 404 and the second valve unit 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 legislation.

[0013] For example, UN-ECE Reg. No. 13, paragraph 5.2.1.18.3, provides one such requirement for trailer brakes in situations such as when an electrical wire is found to be defective.

[0014] As can be seen above, however, valve units 404 and 406 can only be actuated electronically. Therefore, if valve units 404 and 406 need to change their positions from their "default" positions, the corresponding valve unit's solenoids are essential. 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 5 A cross-sectional view of a conventional brake pressure regulator 400 is shown, illustrating the positions of valves 406c, 404a, and 404b, with valve units 404 and 406 described above. Furthermore, the positioning of the regulator's inlets 408 and 410 may also be discussed. However, the most important aspect is the position of valve 406c. Hereinafter, valve 406c will also be referred to as an electronically actuable pressure control valve.

[0016] It should be noted that the three electronically actuatable valves 404a, 404b, and 406c are placed in parallel positions within the regulator 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 406c to be arranged in parallel with each other and each of which is actuated by a solenoid.

[0017] As can be seen 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 an idea 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

[0018] As can be seen from the above section, a cost effective solution is not only to relocate the existing solenoid valve with a mechanical valve, but to use the mechanical valve to achieve the same functionality taking into account the space constraints within the brake pressure regulator.

[0019] The main object of the present invention is to provide a preferred brake pressure regulator in which the mechanically actuatable valve is constructed and integrated in the brake pressure regulator in an advantageous manner taking into account the above-mentioned conditions.

[0020] This object is achieved by the solution of the present invention.

[0021] According to an embodiment of the present invention, a brake pressure regulator is provided, wherein the regulator includes 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, which is configured to be electronically actuated, wherein the first valve subunit is configured to receive a primary supply pressure from the primary source (II) and a connection to ambient air for exhaust purposes, in order to control the 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 part 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.

[0022] Furthermore, according to the present invention, the second valve unit is a mechanically operable valve in the form of a pneumatically controlled valve having a valve housing, the valve housing comprising: a pressurized guide sleeve providing a valve chamber, which is configured to axially guide a pressure-pickup piston or similar valve core suitable for its pneumatic actuation (in particular, suitable for its only pneumatic actuation), and a coil housing, which is configured to provide a coil chamber around the pressurized guide sleeve, wherein the valve chamber has no spring and the coil chamber has no coil or similar solenoid, so that the valve core can only be actuated pneumatically, in particular, wherein the valve core is only subjected to a pneumatic force due to the pneumatic pressure in the valve chamber.

[0023] Essentially, according to the concept of the present invention, the pneumatic control valve uses the same components as existing solenoid valves, but without the spring and electric coil for energizing the valve spool and / or assisting in maintaining the valve spool in the energized position.

[0024] 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 modulator 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 modulator more autonomous, not always relying on electronic control. In this specific way, redundancy (or the functionality of a brake modulator without electronic control) is promoted while meeting the safety requirements of pneumatic brake systems. The pneumatic control valve realizes a simple mechanism in which selective transmission of brake pressure is valued, because only one pressure line can be connected to the relay valve to actuate it, thus achieving the same control as achieved using a solenoid valve using the pneumatic control valve.

[0025] Pneumatic control valves can be designed as "only" mechanically operable valves, more precisely "only" mechanically-pneumatically operable valves. This means that the mechanically-pneumatically operable valves switch without electrical or electromagnetic assistance.

[0026] In addition, the mechanically-pneumatically operable valve can generally be integrated in the brake pressure in any advantageous manner and be configured to switch between a first state and a second state when receiving a first switching control pressure and / or a second switching control pressure originating from the primary control pressure and / or the secondary control pressure.

[0027] The invention also relates to a pneumatic brake system and a vehicle comprising the pneumatic brake system.

[0028] The pneumatic brake system comprises: a brake pressure regulator according to the invention or a development thereof; a centralized pressure regulator, which is connected to the brake pressure regulator, and a centralized electronic control unit, which is mounted on the central axle control valve, wherein the centralized electronic control unit transmits control signals to at least the first valve subunit.

[0029] These and further developed configurations of the present invention are further outlined in the following sections. The following sections provide further embodiments and associated technical advantages. Thus, the advantages of the proposed concept are even further improved.

[0030] In a preferred development, the valve chamber provides a valve core chamber and a spring chamber, wherein the valve chamber provides an empty and / or hollow spring chamber, in particular wherein the spring space of the valve chamber is free of a spring.

[0031] In a preferred development, the coil chamber is empty and / or hollow, in particular wherein the coil chamber provides a coil space which is free of a coil or similar solenoid.

[0032] In a preferred development, the pneumatic control valve is configured to: - switch between the first state and the second state when receiving a primary control pressure and / or a secondary control pressure, and / or - when receiving a first switching control pressure and / or a second switching control pressure derived from the primary control pressure and / or the secondary control pressure.

[0033] In a preferred first variant, which is described as an exemplary embodiment of a preferred development, the mechanically-pneumatically operable valve switches against a spring force upon receipt of a first switching control pressure and / or a second switching control pressure. In a preferred second variant, which is described as an exemplary embodiment of a preferred development, the mechanically-pneumatically operable valve switches against each other upon receipt of the first switching control pressure and / or the second switching control pressure, and is thus particularly configured to selectively transmit the higher pressure between the primary control pressure and the secondary control pressure received from the primary source (II) and the secondary source (BST), respectively.

[0034] In a preferred development, the pressurized guide sleeve is configured to guide a pressure pick-up piston or a similar valve core in a first position corresponding to a first state and in a second position corresponding to a second state, in particular wherein the first position and the second position of the valve core are selected from positions on a valve seat and a valve core stop, respectively.

[0035] In a preferred development, the valve chamber extends between a valve seat on the valve body and a valve slide stop on the first pressure-conducting housing path.

[0036] In a preferred development, - the first pressure-conducting housing path provides a first pressurized path and a pressure pick-up path, and / or - the valve body is located in a second pressure-conducting housing part providing a second pressurized path.

[0037] In a preferred development, the valve core comprises a rubber seat at at least one side of the valve core, and / or the valve body has a sealing ring.

[0038] Furthermore, according to a first variant of the development, the pneumatic control valve is a double check valve, in particular wherein the double check valve is configured to switch between a first state and a second state upon receiving a primary control pressure and / or a secondary control pressure. The double-sided check valve is configured to selectively transmit a higher pressure between the primary control pressure and the secondary control pressure received from the primary source (II) and the secondary source (BST), respectively.

[0039] Furthermore, according to a second variant of the development, the second valve unit is a pneumatically controlled 3 / 2-way valve, which is configured to switch between a first state and a second state upon receiving a first switching control pressure and / or a second switching control pressure derived from the primary control pressure and / or the secondary control pressure. More particularly, the pneumatically controlled valve, in particular the 3 / 2-way valve, is configured to switch from the second state to the first state upon receiving the first switching control pressure derived from the primary control pressure, such that the primary control pressure is transmitted to the relay valve. More particularly, the pneumatically controlled valve, in particular the 3 / 2-way valve, is configured to switch from the second state to the first state upon receiving the first switching control pressure derived from the primary control pressure, such that the primary control pressure is transmitted to the relay valve.

[0040] In a particularly preferred development, the pneumatically controlled 3 / 2-way directional valve is adapted in the second state to transmit the secondary control pressure to the relay valve and in the first state to transmit the primary control pressure to the relay valve. These two states are shown to be particularly advantageously established in a pneumatically controlled 3-port / 2-way directional valve.

[0041] Thus, in a further particularly preferred development, the pneumatically controlled valve, in particular a double check valve or a 3 / 2-way directional valve, is designed to switch from the second state to the first state upon receiving a first switching control pressure derived from the primary control pressure, so that the primary control pressure is transmitted to the relay valve. In particular, the pneumatically controlled 3 / 2-way directional valve here is according to the first variant described above and switches the control pressure and the switching control pressure.

[0042] In a particularly preferred development, the variants of the double non-return valve and the 3 / 2-way valve can be combined, particularly preferably dispensing with the need for a valve spring.

[0043] Preferably, the pneumatic control valve, in particular a double check valve or a 3 / 2-way valve, is configured to selectively transmit the higher pressure of the primary control pressure and the secondary control pressure received from the primary source (II) and the secondary source (BST), respectively. In particular, the pneumatic control valve is configured according to the second variant described above and switches between a first switching control pressure and a second switching control pressure under load. A corresponding piston is provided in the pneumatic control valve, which is loaded by the first switching control pressure against the load of the second switching control pressure on the piston.

[0044] According to the same development as above, a pneumatic control valve, particularly a double check valve or 3 / 2-way directional valve, is described, comprising a valve spool 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 spool configuration). The linear translation of the valve spool enables a preferential supply of pressurized air based on the corresponding pressure magnitude, i.e., whether from the secondary source or the primary source.

[0045] According to one or more of the above-mentioned developments, a brake pressure regulator, a pneumatically operated control valve, in particular a double check valve or a 3 / 2 directional valve, is described, comprising 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 a primary source (II) and a 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. Surface interaction between the valve spool and the housing enables a simple mechanical design of a three-port, two-position directional control valve with a minimum number of components.

[0046] In the same or a different development, a brake pressure regulator according to the invention is described, wherein a first valve subunit is provided comprising two solenoid-controlled 2 / 2 directional control valves, and wherein, depending 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) for actuating 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 the atmosphere, wherein the primary control pressure is intended to open the relay valve. In combination with a simple mechanically operable valve, the electronically or solenoid-controlled directional valve configures in a straightforward manner the complex operation of connecting and / or venting the control pressure from a primary source, such as a tank II.

[0047] 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.

[0048] 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 brake actuators associated with a front axle of a vehicle.

[0049] A brake pressure regulator according to any of the above developments, wherein the brake pressure regulator is used to control a coupling control pressure supplied to a brake system of a vehicle trailer.

[0050] In one development, a pneumatic brake system is disclosed, comprising: a brake pressure regulator according to one or more of the above developments; a centralized pressure regulator connected to the brake pressure regulator; and a centralized electronic control unit mounted on the central axle control valve, wherein the centralized electronic control unit transmits control signals to at least the first valve subunit. In another development, a vehicle is disclosed that includes the pneumatic brake system.

[0051] In summary, the present invention provides a brake pressure regulator comprising:

[0052] - a relay valve for controlling the supply of pressurized air from a primary source to at least one brake actuator,

[0053] 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, the primary control pressure being intended to open the relay valve; and

[0054] 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 to transmit the primary control pressure or the secondary control pressure to the relay valve, wherein

[0055] the primary control pressure from the primary source is disconnected when the secondary control pressure is transferred to the relay valve, and / or the secondary control pressure from the secondary source is disconnected when the primary control pressure is transferred to the relay valve,

[0056] It is characterized in that

[0057] The second valve unit is a mechanically operable valve in the form of a pneumatically controlled valve having a valve housing comprising:

[0058] a pressurized guide sleeve providing a valve chamber, said pressurized guide sleeve being configured to axially guide a pressure pick-up piston or similar valve core adapted for pneumatic actuation thereof, and

[0059] - a coil housing configured to provide a coil chamber around the pressurized guide sleeve, wherein

[0060] The valve chamber has no spring and the coil chamber has no coil or similar solenoid, so that the valve spool can only be actuated pneumatically.

[0061] In addition, the present invention also provides a pneumatic brake system, which includes:

[0062] a brake pressure regulator as described above;

[0063] a centralized pressure regulator connected to the brake pressure regulator; and

[0064] A centralized electronic control unit is mounted on the central axle control valve, wherein the centralized electronic control unit transmits a control signal at least to the first valve subunit.

[0065] In addition, the present invention also provides a vehicle, which includes the pneumatic brake system as described above.

[0066] In order to more completely understand the present invention, the present invention will now be described in detail with reference to the accompanying drawings. The detailed description will illustrate and describe the contents of the preferred embodiments of the present invention. It should be understood that various modifications and changes in form or details can be easily made without departing from the spirit of the present invention. It is intended that the present invention may not be limited to the exact forms and details shown and described herein, nor to any less than the overall contents of the present invention disclosed herein and hereinafter claimed. The wording "comprising..." does not exclude other elements or steps. The wording "one" or "an" does not exclude a plurality. The wording "several" items also include the quantity one, that is, a single item, and more quantities, such as two, three, four, etc. BRIEF DESCRIPTION OF THE DRAWINGS

[0067] Figure 1 A pneumatic braking system for a vehicle according to an embodiment of the present invention is illustrated;

[0068] Figure 2 There is illustrated a brake pressure regulator having a mechanically operable valve in the form of a pneumatically controlled double check valve according to a principal preferred embodiment of the present invention;

[0069] Figure 2a illustrates a brake pressure regulator having a mechanically operable valve in the form of a pneumatically controlled 3 / 2-way valve according to a first preferred embodiment of the present invention;

[0070] Figure 2b illustrates a brake pressure regulator having a mechanically operable valve in the form of a pneumatically controlled 3 / 2-way valve according to a second preferred embodiment of the invention;

[0071] Figure 2c illustrates a brake pressure regulator having a mechanically operable valve in the form of a pneumatically controlled 3 / 2-way valve according to a third preferred embodiment of the present invention;

[0072] Figure 3aThe diagram shows a mechanically operable valve in the form of a pneumatically controlled valve (pressure control valve PCV, in particular an axle PCV (APCV)) as a brake pressure regulator for a PCV unit section of an axle valve package (AVP), - in view (A), a schematic diagram of the position of the pressure control valve PCV for a brake pressure regulator as a PCV unit section, and - in view (C), a cutaway sectional view of an embodiment of the invention of a pneumatically controlled 3 / 2-way directional valve in comparison with the embodiment of the invention in view (B) which is not a conventional solenoid-controlled 3 / 2-way directional valve;

[0073] Figure 3b is a brake pressure regulator having a PCV unit segment, wherein a cross-sectional view of an axle PCV (APCV) as a preferred embodiment is shown;

[0074] Figure 3c It is a pressure control valve PCV with an assembled form Figure 3a View (A) of the brake pressure regulator;

[0075] Figure 3d is a perspective, partially cutaway view of a brake pressure regulator as a PCV unit segment having a PCV (respectively, an APCV (Axle Pressure Control Valve)) that can be used in place of an electronically actuated valve;

[0076] Figure 3e Is a Figure 3b PCV assembly form brake pressure regulator;

[0077] Figure 4 A conventional brake pressure regulator of the prior art having an electronically actuatable valve is illustrated; and

[0078] Figure 5 Pictured Figure 4 Cross-sectional view of a conventional brake pressure regulator.

[0079] 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.

[0080] For identical or equivalent items or items of identical or equivalent function in the following text, some reference numerals are used. For corresponding features, reference is therefore made to the above description. DETAILED DESCRIPTION

[0081] 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 .

[0082] The pneumatic brake system 100 generally includes a centralized (brake) pressure regulator 102 configured to receive a brake signal from a brake signal transmitter (in Figure 1 The centralized pressure regulator 102 receives a brake control input in the form of a control pressure and, in a preferred embodiment, receives an electronic signal from an electronic stability control module (ESCM) 102a connected thereto via, for example, a CAN (Controller Area Network) bus, etc. In a further preferred embodiment, the centralized pressure regulator 102 is also connected to a power line carrier (PLC) 108, which is connected to, for example, a trailer vehicle ( Figure 1 It should be noted that the driver of the vehicle actuates the brake pedal or BST to supply brake pressure to wheel end actuators 112a, 112b, 112c, 112d associated with different wheels (not shown in the figure).

[0083] 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.

[0084] Upon receiving a 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 corresponding brake pressure regulator, control pressure is transmitted to the corresponding wheel-end actuators 112a, 112b, 112c, and 112d, which apply vehicle brakes.

[0085] also, Figure 1 1 and 2, and various accumulators or tanks are shown to supply pressurized air to various 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" is primarily used to apply the parking brakes 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.

[0086] 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 thereof, 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.

[0087] In addition, the pneumatic brake system 100 further 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 is also connected to the rear axle (in Figure 1 1 and 12. The spring brakes 112a and 112b are associated with the actuators 112c and 112d (denoted as “RA” in FIG).

[0088] 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 a brake pressure regulator 110 associated with the front axle FA of a vehicle, the basic features and technical teachings of the claimed invention are associated with brake pressure regulators provided in 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.

[0089] Figure 2 、 Figure 2a 、 Figure 2b and Figure 2c In each case, a circuit diagram shows a brake pressure regulator 110, 110a, 100b, 100c according to an embodiment of the present invention, which can be configured as a brake pressure regulator 110, 106, in particular a front axle brake control regulator 110 and / or a trailer brake pressure regulator 106, as shown in FIG. Figure 1 As shown in .

[0090] like Figure 2 、 Figure 2a 、 Figure 2b and Figure 2c As shown in each example, the brake pressure regulator 110, 110a, 100b, 100c 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.

[0091] However, in order to open / close the relay valve 202 , a control pressure is generally required.

[0092] You can also Figure 2 、 Figure 2a 、 Figure 2b and Figure 2c It follows that the control pressure is received from the second valve unit 206. Figure 2 、 Figure 2a 、 Figure 2b and Figure 2c In the present embodiment, the second valve unit 206 is a mechanically operable valve in the form of a pneumatically controlled valve (also refer to the reference numeral 206 of the second valve unit).

[0093] 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 illustrated embodiment, for example, the 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 ).

[0094] The second valve unit 206 is a mechanically operable valve, which will now be described below with reference to Figure 2 The pneumatically controlled double check valve 206D of the second valve unit 206 is described in detail. The description also applies in principle to Figure 2a 、 Figure 2b and Figure 2c ; Details and differences clearly refer to Figure 2a 、 Figure 2b and Figure 2c .

[0095] According to this embodiment - Figure 2 Illustrative—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 Pc1 from a primary source such as a tank “II” intended for opening the relay valve 202. See, for example, reference numeral 202.3, where the connection to the tank II is shown as bifurcated, one leading to the supply line 202.1 and the other leading to the port 208.1 of the first solenoid-controlled 2 / 2 directional control valve 208 of the first valve subunit 204.

[0096] Furthermore, according to the same embodiment, the second valve unit 206 is a mechanically operable valve. It is configured to receive at least one valve from a secondary source such as Figure 1 "BST") receives the secondary control pressure Pc2 and receives the secondary control pressure Pc2 from the primary source (such as Figure 1The secondary control pressure Pc1 is received by the secondary control pressure source 202 and is transferred to the relay valve 202. This is particularly useful for activating the relay valve 202, such as to open the relay valve 202, and wherein, when the secondary control pressure is transferred to the relay valve 202, the relay valve 202 is activated by the primary source 202 (such as the secondary control pressure source 202). Figure 1 The primary control pressure from the tank “II” of the relay valve 202 is disconnected, and / or the secondary control pressure from the secondary source (BST) is disconnected when the primary control pressure is transferred to the relay valve 202.

[0097] According to the preferred embodiment, it should be noted that the second valve unit 206 receives at least a portion of the primary control pressure Pc1 from the primary source via the first valve subunit 204 .

[0098] According to this embodiment, the first valve subunit 204 includes two solenoid-controlled 2 / 2 directional control valves 208, 210, and wherein, based on the actuation state of each of the two directional control valves 208 and 210, the brake pressure regulator 110a is configured to perform one of the following functions: - 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 be used to open the relay valve 202.

[0099] Figure 2 The main preferred embodiment provides a mechanically operable valve, which functions similarly and - in this embodiment - is formed as a pneumatically controlled double check valve 206D; this structure is advantageously integrated in the brake pressure regulator, as will be described with reference to Figures 3a to 3e Further clarified.

[0100] The following will be about Figure 2a 、 Figure 2b and Figure 2c The mechanically operable valve according to the first, second and third embodiments of the second valve unit 206 will be described in detail. That is, in these further embodiments, the mechanically operable valve is a pneumatically controlled 3 / 2-way valve configured to switch between a first state and a second state upon receiving a first switching control pressure P1 and / or a second switching control pressure P2 derived from the above-mentioned primary control pressure Pc1 and / or secondary control pressure Pc2; at least Figure 2 The embodiment is preferably most similar to Figure 2 The main preferred embodiment of the pneumatically controlled dual check valve 206D operates.

[0101] respectively Figure 2a 、 Figure 2b and Figure 2cIn each embodiment, the feature is that the pneumatically controlled 3 / 2 directional valve 206A, 206B, 206C, and in the second state (in Figure 2a 、 Figure 2b and Figure 2c In the first state (shown in FIG), it is adapted to transmit the secondary control pressure Pc2 to the relay valve 202, while in the first state it is adapted to transmit the primary control pressure Pc1 to the relay valve 202. These two states have proven to be particularly advantageous in the pneumatically controlled 3-port / bidirectional directional valve 206A, 206B, 206C.

[0102] and Figure 2 Like the double check valve 206D in FIG. 2 , the pneumatically controlled 3 / 2 directional valves 206A, 206B, 206C are constructed as "only" mechanically operable valves, or more precisely "only" mechanically-pneumatically operable valves, as described above. This means that the mechanically-pneumatically operable valves switch without electrical or electromagnetic assistance. Figure 2a 、 Figure 2b 、 Figure 2c In these embodiments, the mechanically-pneumatically operable valve is established in the form of a pneumatically controlled 3 / 2 directional valve 206A, 206B, 206C, which is configured to switch between a first state and a second state when receiving a first control pressure P1 and / or a second switching control pressure P2 derived from the primary control pressure and / or the secondary control pressure, and / or the above-mentioned primary control pressure Pc1 and / or the secondary control pressure Pc2 - the control selection is in Figure 2a 、 Figure 2b 、 Figure 2c Each of the embodiments shown in the FIG is different. That is, at least Figure 2c The operation of the embodiment of the pneumatically controlled 3 / 2 directional valve 206C is most similar to the main embodiment of the pneumatically controlled double check valve 206D. The "only" mechanically operable valve is used Figure 4 and Figure 5 The electronically actuatable valve 406 shown in FIG. 4 replaces the electromagnetically actuatable pneumatic valve of the valve unit.

[0103] Mechanically operable valves – especially Figure 2 The double check valve 206D or the pneumatically controlled 3 / 2 directional valves 206A, 206B, 206C in the brake pressure regulator 110, 106 are advantageously integrated, as in Figures 3a to 3e Further clarified.

[0104] In passing Figure 2a and Figure 2bIn the exemplary preferred first variant described in the embodiment of FIG. 1 , the pneumatically controlled 3 / 2-way valves 206A, 206B are mechanically and pneumatically operable valves that switch against the primary control pressure Pc1 and / or the secondary control pressure Pc2 upon receiving the first switching control pressure P1 and / or the second switching control pressure P2. This means that the mechanically and pneumatically operable valves switch without the assistance of a solenoid.

[0105] exist Figure 2a In a first preferred embodiment, pneumatically controlled 3 / 2-way valve 206A is configured to switch from a second state "2" to a first state "1" upon receiving a first switching control pressure P1 in a switching control line 206.4 originating from a primary control pressure Pc1. This allows the primary control pressure Pc1 from control input line 206.1 to be transmitted to relay valve 202 via control input line 206.3. Specifically, the pneumatically controlled 3 / 2-way valve herein is based on the first variant described above and switches against a secondary control pressure Pc2. A corresponding piston 206.6 is provided in the pneumatically controlled 3 / 2-way valve, which is loaded by the first switching control pressure P1 by resisting the secondary control pressure Pc2 load on piston 206.6. This piston is pressure-loaded by the first switching control pressure P1 via a corresponding pressure port 206.7.

[0106] exist Figure 2b In a first preferred embodiment, pneumatically controlled 3 / 2-way valve 206B is configured to switch from a first state "1" to a second state "2" upon receiving a second switching control pressure P2 in switching control line 206.4, which originates from a secondary control pressure Pc2. This allows the secondary control pressure Pc2 from control input line 206.2 to be transmitted to relay valve 202 via control input line 206.3. Specifically, the pneumatically controlled 3 / 2-way valve herein is based on the first variant described above and switches against primary control pressure Pc1. A corresponding piston 206.6 is provided in the pneumatically controlled 3 / 2-way valve, which is loaded by the second switching control pressure P2 by resisting the primary control pressure Pc1 load on piston 206.6. This piston is pressure-loaded by the second switching control pressure P2 via a corresponding pressure port 206.7.

[0107] In passing Figure 2cIn a third preferred embodiment of the second variant described in the embodiment of FIGURE 2, a mechanically-pneumatically operable valve 206C—which lacks a spring—is switched relative to one another upon receipt of a first switching control pressure P1 and / or a second switching control pressure P2. Thus, it is specifically configured to selectively transmit the higher of the primary and secondary control pressures received from the primary source (II) and the secondary source (BST), respectively. This also means that this mechanically-pneumatically operable valve switches without the assistance of a solenoid. Pistons 206.6a to 206.B are pressure-loaded by the first and second switching control pressures P1 and P2 via corresponding pressure ports 206.7A and 206.7B.

[0108] Thus, in a particularly preferred embodiment, that is to say the combination Figure 2a and Figure 2b Two variants are described, particularly preferably omitting the need for a valve spring. Preferably, the pneumatically controlled 3 / 2-way valve 206C is configured to selectively transmit the higher pressure of the primary control pressure and the secondary control pressure received from the primary source (II) and the secondary source (BST), respectively. In particular, the pneumatically controlled 3 / 2-way valve herein is based on the second variant described above and is switched relative to one another by the load of the first switching control pressure P1 and the second switching control pressure P2. A corresponding piston is provided in the pneumatically controlled 3 / 2-way valve, which is loaded by the first switching control pressure by resisting the secondary control pressure load of the piston.

[0109] According to the same embodiment as described above, in which a brake pressure regulator is described, a pneumatically controlled 3 / 2 directional valve 206A, 206B, 206C or a dual check valve 206D includes a valve spool 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 by this embodiment implements a mechanism that can be selectively applied by translation using simple hardware means (i.e., the valve spool configuration). The linear translation of the valve spool enables the preferential supply of pressurized air based on the corresponding pressure magnitude, i.e., whether from the secondary source or the primary source.

[0110] According to one or more of the above-described embodiments, in which a brake pressure regulator is described, a pneumatically controlled 3 / 2 directional valve 206A, 206B, 206C or a double check valve 206D includes 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 a primary source (II) and a secondary source (BST). One of the most advantageous embodiments of the present invention is one in which a mechanically operable spool valve enables Boolean operation of a supply connection with a higher pressure air supply. The surface interaction between the valve spool and the housing enables a simple mechanism of a three-port, two-position directional control valve with a minimum number of components.

[0111] An additional function is provided, which will be explained below, of releasing the primary control pressure toward the second valve unit 206 using pneumatically controlled 3 / 2-way valves 206A, 206B, 206C or double check valve 206D. The functions listed above will be explained in detail below.

[0112] 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.

[0113] As can be seen from the above, when the second 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, the valve 210 includes a first connection port 210.1 and a second connection port 210.2, wherein the first connection port 210 is configured to serve as an inlet port for the valve 210 and the second connection port 210.2 is configured to serve as an outlet port for the valve 210.

[0114] Furthermore, in the present embodiment of the brake pressure regulators 110a, 110b, and 110c, the second valve unit 206 is a pneumatically controlled 3 / 2-way valve 206A, 206B, and 206C or a double check valve 206D, which is configured to switch between a first state and a second state upon receiving a first switching control pressure and / or a second switching control pressure derived from the primary control pressure and / or the secondary control pressure. The pneumatically controlled 3 / 2-way valve 206A, 206B, and 206C or the double check valve 206D is adapted to transmit the secondary control pressure to the relay valve 202 in the second state, and to transmit the primary control pressure to the relay valve 202 in the first state.

[0115] exist Figure 2a and Figure 2b In an embodiment of the first variant shown in , the pneumatically controlled 3 / 2 directional valve 206A is configured to switch from the second state "2" to the first state "1" when receiving a first switching control pressure derived from the primary control pressure so that the primary control pressure is transmitted to the relay valve 202, and / or the pneumatically controlled 3 / 2 directional valve 206B is configured to switch from the first state to the second state when receiving a second switching control pressure derived from the secondary control pressure.

[0116] exist Figure 2c In the embodiment of the second variant shown in , the pneumatically controlled 3 / 2-way valve 206C is configured to selectively transmit the higher value of the pressure among the primary control pressure and the secondary control pressure received from the primary source (II) and the secondary source (BST), respectively.

[0117] For example, combining the following Figures 3a to 3e More details about the pneumatically controlled 3 / 2 directional valves 206A, 206B, 206C or the double check valve 206D are explained.

[0118] A major technical advantage of a mechanically operable valve in the form of a pneumatically controlled 3 / 2-way valve 206A, 206B, 206C or a double check valve 206D is that, for example, by simply providing a mechanical solution capable of operating under all pressure differential conditions, additional wiring components and associated space constraints are avoided. For example, a slight difference in the pressure magnitude of the pressurized air received from, for example, ports 206.1 and 206.2 causes the valve spool to move. This opens the possibility of supplying a higher pressure magnitude to actuate relay valve 202 and cause it to open the connection between lines 202.1 and 202.2. For manufacturers such as the applicant, this also results in considerable cost savings, considering the number of products manufactured.

[0119] Still further, as described above, in the brake pressure regulator 110c of the present embodiment, the pneumatically controlled 3 / 2 directional valve 206C or the double check valve 206D includes a valve core 320, in particular having opposite sides, wherein a first side of the opposite sides receives pressurized air from a primary source (II), for example, via port 206.1, and a second side of the opposite sides receives pressurized air from a secondary source (BST), for example, via port 206.2.

[0120] According to an advantageous embodiment of the present application, in particular the pneumatically controlled 3 / 2-way valve 206C or the double check valve 206D comprises a valve housing 304 housing a valve core 320, wherein the valve core 320 is configured to translate linearly within the housing, and wherein the direction of movement of the valve core within the housing directly depends on the difference in pressure magnitudes received from the primary source (II) and the secondary source (BST). Figures 3a to 3e Further details are explained regarding the functional type of the pneumatically controlled 3 / 2-way valve 206C or double check valve 206D and its technical features.

[0121] Finally, a pressure sensor 212 is provided in the supply pressure line 202.2 connecting the relay valve 202 and the port 202.5 connected to the actuators 112a and 112b. This pressure sensor 212 sends a reading to the centralized brake pressure regulator 102, for example, to determine the presence or pressure of pressurized air flow in the line 202.2.

[0122] In the illustrative embodiment, it should be noted that valves 208, 210 are electronically actuated based on a pressure modulation signal received from 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 centralized pressure regulator 102, which may naturally include an electronic processing unit of appropriate caliber.

[0123] More specifically, if Figure 2a 、 Figure 2b 、 Figure 2c As indicated in FIG, the mechanical pneumatic pressure control valve is formed as a 3 / 2 switching valve 206A, 206B, 206C or a double check valve 206D, as will be further described below and already described in Figure 2a 、 Figure 2b 、 Figure 2c Indicated in, that is, as a 3 / 2 mechanical pneumatic switching valve 206A, 206B, 206C or a double check valve 206D, with a pressure pick-up piston or similar valve core 320, such as Figure 3a As shown in view (C).

[0124] This is indicated by the pressure pick-up housing portion 304.3 which is used to receive the pick-up pressure to a pressure pick-up piston or similar spool which is more typically a valve element such as a Figure 3a The pressure pickup piston or similar valve core 320 shown in view (C) of - the pressure pickup piston or similar valve core 320 corresponds to the piston 206.6, 206.6A, 206.6B described above. That is, the pneumatic control valves 206D, 206A, 206B, 206C are configured to switch between the first state and the second state in the following situations: - when receiving the primary control pressure Pc1 and / or the secondary control pressure Pc2, and / or - when receiving the first switching control pressure P1 and / or the second switching control pressure P2 derived from the primary control pressure Pc1 and / or the secondary control pressure Pc2. Thus, the brake pressure regulator 110, 106 has a pressurized guide sleeve 304.4, which is configured to guide the pressure pickup piston or similar valve core 320 in a first position corresponding to the first state and a second position corresponding to the second state, in particular wherein the first position and the second position of the valve core 320 are respectively as shown in FIG. Figure 3a The position selection on the valve seat 307 and the valve core stop 308 shown in view (C) is shown.

[0125] Figure 3a The embodiment is schematically shown to illustrate Figure 3a The principle of the present invention can be illustrated by comparing the embodiment of the view (C) of FIG. Figure 3a The results are obtained by comparing the three views (A), (B) and (C).

[0126] In view (A), a diagram of a pressure control valve unit segment (PCV unit segment) is shown; in this case, the PCV unit segment is configured as an axle valve package (AVP). The PCV unit segment shown includes the exhaust valve (EV) and the supply valve (SV), as well as space for a backup valve (BUV). The backup valve (BUV) is intentionally omitted from the free space for illustrative purposes.

[0127] In order to be inserted into said free space, the backup valve BUV is provided as a pressure control valve PCV', which is well known and Figure 3a (B) or in this case—according to an embodiment of the invention—as shown in FIG. Figure 3a The pressure control valve PCV is shown in the view (C).

[0128] Among them - in Figure 3aIn view (B) - the further control valve is shown as a magneto-pneumatic valve. In view (C) on the contrary, the pressure control valve according to the concept of the invention is shown as a mechanical-pneumatic valve; that is, as a mechanically and pneumatically controlled 3 / 2-way valve 206A, 206B, 206C with a pressure pick-up piston or similar valve core 320 as described above.

[0129] In the present case, the PCV unit segment is formed as an axle PCV valve unit segment APCV, and the backup valve BUV is formed as an axle valve of an axle valve package. That is, the backup valve is formed as an axle valve, while the pressure control valve unit segment is formed as an axle valve package AVP. Furthermore, the embodiments described herein regarding the axle valve package are also applicable to trailer valve packages TVP, which follow the same principles as the following embodiments. Hereinafter, the backup valve BUV will be referred to as a pressure control valve and an axle pressure control valve (PCV), respectively.

[0130] like Figure 3a As shown in view (B) of FIG. 1 , it is first shown that, for example, Figure 4 A conventional pressure control valve PCV' is shown in FIG. It is an electro-pneumatic 2 / 2 valve. The pressure control valve PCV' has a conventional valve housing 304 with a first pressure-guiding housing portion 304.1 and a second pressure-guiding housing portion 304.2, and in the case of the PCV valve housing 304 according to the present invention, a pressure pickup housing portion 304.3. Furthermore, between the first pressurizing portions 304.1 and 304.2, a pressure-guiding sleeve 304.4 retains a valve body 310 therein via a valve seat. A pressure pickup piston or similar valve core 320 interacts therewith to close and open first and second pressurizing paths 331 and 332, respectively, specifically corresponding first and second pressurizing ports 331 and 332 in the first and second pressure-guiding housing portions 304.1 and 304.2, to selectively guide pressurized air through the valve body 304.

[0131] like Figure 3a As can be clearly seen in view (B) of FIG. 1 , the pressure control valve PCV′ is in the form of a magneto-pneumatic switching valve, in which a solenoid piston interacts with a pressure pickup piston or similar valve core 320 through the force exerted by a solenoid 311 on the pressure pickup piston, or similar valve core 320, against the force of a spring 321 disposed in the aforementioned first pressure-introducing housing portion 304.1. Furthermore, a coil housing 304.5 of the valve housing 304 is shown covering and retaining the solenoid 311.

[0132] from Figure 3a Comparison of view (B) to view (C) of FIG. 1 shows the main distinguishing features of the pressure control valve PCV of the present invention in terms of its structural assembly.

[0133] The gist of the present invention starts from the fact that, although a mechanical pneumatic pressure control valve PCV has advantages in operation, its packaging in an axle or trailer valve package is also efficient for low weight and reduced packaging volume of the pressure control valve PCV.

[0134] According to the gist of the present invention, the pressure control valve PCV of the present invention, as Figure 2a 、 Figure 2b and Figure 2c As shown in the preferred embodiment, here in Figure 3a In the view (C), for Figure 3a The PCV unit segment shown in view (A) has neither solenoid 311 nor spring 321 - this is inconsistent with the electro-pneumatic pressure control valve PCV'; the pressure control valve PCV according to the present invention is constructed as a mechanical pneumatic pressure control valve without a spring and without solenoids 321, 311.

[0135] More clearly, from Figure 3a As shown in view (B) of FIG, the second valve unit 206 is a mechanically operable valve in the form of a pneumatically controlled valve 206D, 206A, 206B, 206C, and has a valve housing 304. The valve housing 304 comprises: a pressurized guide sleeve 304.4 providing a valve chamber 305, which is configured to axially guide a pressure pick-up piston or similar valve core 320, the valve core 320 being suitable for pneumatic actuation thereof, in particular suitable for pneumatic actuation thereof only, and a coil sleeve 304.5, which is configured to provide a coil chamber 306 around the pressurized guide sleeve 304.4.

[0136] Therein, the valve chamber 305 has no spring 321 and the coil chamber 306 has no coil or similar solenoid 311 , so that the valve core 320 is only pneumatically actuatable, in particular, the valve core 320 is only pneumatically acted upon by the pneumatic pressure in the valve chamber 305 .

[0137] Figure 3b The axle pressure control valve APCV is shown in detail as Figure 3a A special embodiment of the pressure control valve PCV of the invention is shown in view (C). The axle pressure control valve APCV is shown in cross section as part of the APCV valve unit segment, which forms the backup valves, namely the pressure control valve, the supply valve SV and the exhaust valve EV.

[0138] The supply valve SV and the exhaust valve EV are generally of a known type, which are connected with pressure paths in the APC valve unit section, wherein the pressure path 330 leads to a first pressure path 331, in particular a port, and a second pressure path 332, in particular a port, as indicated above and further, and the pressure pickup path 333, in particular a port, has been passed through Figure 3a (C) shows the view of FIG.

[0139] Although the solenoids 311SV, 311EV of the supply valve SV and exhaust valve EV and the solenoid 311 of the pressure control valve PCV, more specifically the axle pressure control valve APCV, are designated by similar reference numerals, as are the pressure pick-up pistons or similar spools, it will be appreciated that the pressure pick-up pistons or similar spools 320SV, 320EC are activated by the force of the corresponding solenoids 311EV, 311SV, respectively, and the springs 321EV, 321SV, respectively, which bear against the valve seats on the valve bodies 310SV, 310EV, respectively—however, the solenoids and possibly the springs, as shown, may be activated by the pressure pick-up pistons or similar spools 320SV, 320EC. Figure 3a Indicated by 321 and 311 in view (B) of FIG. 3 , which are a spring 321 PCV and a solenoid 311 PCV for the pressure control valve PCV, are missing in the pressure control valve as part of the APCV.

[0140] Nevertheless, APCV is well suited for assembly in Figure 3b and Figure 3c ; more particularly, it has been shown that by forming the APCV as a pneumatically controlled 3 / 2 directional valve 206A, 206B, 206C or a double check valve 206D - that is, configured to switch between the first state and the second state upon receiving the first switching control pressure Pc1 and / or the second switching control pressure Pc2 derived from the above-mentioned primary control pressure P1 and / or secondary control pressure P2, or directly switching with the above-mentioned primary control pressure P1 and / or secondary control pressure P2 via a pressure pick-up piston or similar valve core 320 - the APCV, according to the concept of the present invention, can use the same packaging structure as the magneto-pneumatic APCV with a magneto-pneumatic pressure control valve PCV' (such as Figure 3a (as shown in view (B) of the ).

[0141] Thus, although in principle the mechanically operable valve used as a pressure control valve PCV can be interpreted in other forms, the form of the 3 / 2 mechanical pneumatic switching valve with a pressure pick-up piston or similar valve core 320 of the present invention is particularly useful because such a packaging structure is retained, which has various advantages of consistency and consistency with existing products and their assembly.

[0142] Figure 3d A three-dimensional sectional view of a backup valve BUV, respectively a pressure control valve PCV, i.e., in particular, in this case an axle pressure control valve APCV as part of an APCV valve unit section, is shown, wherein pressure port 331 , respectively, from the pilot valve 206.1 and pressure port 332 , respectively, from the control port BST, are shown as being connected to a relay control chamber in the body sleeve of the pressure control valve PCV in addition to the control port 333.

[0143] Obviously - from Figure 3d ,and Figure 3a (C) and Figure 3b The same can be seen in that the valve chamber 305 provides a spool chamber 305V and a spring chamber 305S, wherein the valve chamber 305 provides a spring chamber 305S that is empty and / or hollow, and in particular, wherein the spring space 305SR of the valve chamber 305 is devoid of a spring 321. Additionally, the coil chamber 306 is empty and / or hollow, and in particular, wherein the coil chamber 306 provides a coil space 306C that is devoid of a coil or similar solenoid 311 (and thus, is shown in dashed lines; this means that the coil space 306C is devoid of the solenoid 311).

[0144] The valve chamber 305 extends between a valve seat 307 on the valve body 310 and a valve spool stop 308 on the first pressure-introducing housing portion 304.1, as described above. Thus, the brake pressure regulators 110 and 106 provide a first pressure-introducing housing portion 304.1 having a first pressurizing path 331 and a pressure pickup path 333, with the valve body 310 located in the second pressure-introducing housing portion 304.2 providing a second pressurizing path 332. The valve spool 320 includes a rubber seat on at least one side of the valve spool, and the valve body 310 has a sealing ring.

[0145] The principles explained above will be explained as follows Figure 3e The axle valve package AVP is shown in a more technical view in a cross-sectional view in FIG. Figure 3e FIG. 1 shows a cross-sectional view of a brake pressure regulator 110 according to an embodiment of the present invention. Figure 3e As shown in FIG, the brake pressure regulator 110 of the present invention is shown to include pneumatically controlled 3 / 2 directional valves 206A, 206B, 206C or double check valves 206D, which are in contact with Figure 5 The electromagnetically actuatable valve 406 is positioned exactly the same as in the conventional brake pressure regulator 400 without affecting further detailed changes within the housing 312 of the brake pressure regulator 400 .

[0146] 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 .

[0147] One of the technical advantages of the present invention is that the (only) pneumatic control valve of the present invention - which is the 3 / 2 directional valve 206A, 206B, 206C or the double-sided check valve 206D as described above - and the solenoid-operated valve 406 of the conventional brake regulator 400, even if arranged with exactly the same spatial constraints, function in a similar manner, allowing both pneumatic control from the BST and electrical control provided by the first valve subunit 204.

[0148] As has been mentioned throughout this application, this can result in significant cost savings and an impact on the overall pricing of a brake pressure regulator such as "110" or "106." For high volume manufacturers, such as applicant, this not only results in a simpler construction of the brake pressure regulator, but also potentially reduces assembly costs.

[0149] List of reference numerals (part of the description)

[0150] 100–Pneumatic brake system

[0151] 102 – Centralized pressure regulator

[0152] 102a – Electronic Stability Control Module (ESCM)

[0153] 104 – Brake pressure regulator

[0154] 106 – Trailer Brake Pressure Regulator

[0155] 108 – Power line carrier (from trailer side)

[0156] 110 – Front axle brake control regulator

[0157] 112a, 112b – brake actuator at the front axle

[0158] 112c, 112d – brake actuator at rear axle

[0159] 114 – CAN network unit

[0160] 116 – Car battery

[0161] 118 – Steering angle sensor

[0162] FA, RA – front axle, rear axle

[0163] WSS1,WSS2,WSS3,WSS4 – Wheel speed sensors associated with the corresponding wheels

[0164] I, II, III – Storage Tanks

[0165] PB – Parking brake

[0166] BST–Brake Signal Transmitter

[0167] ABS1, ABS2 – Anti-lock Braking System

[0168] 202–Relay valve

[0169] 202.1, 202.2 – Supply lines

[0170] 202.3 – Connection to Storage Tank II

[0171] 202.4, 202.5 – Connection ports

[0172] 204-first valve subunit

[0173] 206 Second valve unit; Mechanically operable valve in the form of a pneumatic control valve

[0174] 206A, 206B, 206C as pneumatic control valves for 3 / 2 directional valves

[0175] 206D Pneumatic control valve as double check valve

[0176] P1, P2 First and / or second switching control pressure

[0177] Pc1, Pc2 Primary and / or secondary control pressure

[0178] 206.1, 206.2 Control input pipeline

[0179] 206.3 Control output pipeline

[0180] 206.4 Switching Control Pipeline

[0181] 206.6A, 206.6B

[0182] 206.7A, 206.7B

[0183] 208 – 1st solenoid-controlled 2 / 2 directional control valve

[0184] 208.1, 208.2 – connection port of the first solenoid-controlled 2 / 2 directional control valve 208 210 – second solenoid-controlled 2 / 2 directional control valve

[0185] 210.1, 210.2 – First and second connection ports of the second solenoid-controlled 2 / 2 directional control valve

[0186] 212,414 – Pressure sensor

[0187] EV exhaust valve

[0188] SV Supply Valve

[0189] PCV, PCV', APCV pressure control valve, axle package pressure control valve

[0190] PCV unit section Pressure control valve unit section

[0191] AVP Axle Valve Package

[0192] BUV backup valve

[0193] 304 valve housing

[0194] 304.1 First pressure-conducting housing part

[0195] 304.2 Second pressure guide housing part

[0196] 304.3 Pressure pickup housing portion

[0197] 304.4 Pressurized guide sleeve

[0198] 304.5 Coil housing

[0199] 305 valve chamber

[0200] 305S Spring Chamber

[0201] 305V valve core chamber

[0202] 305SR spring chamber 305S spring space

[0203] 306 coil room

[0204] 306C Coil space in coil chamber 306

[0205] 307 valve seat

[0206] 308 valve core stop

[0207] 310 valve body

[0208] 310PCV valve body PCV

[0209] 310EV Valve Body EV

[0210] 310SV Valve Body SV

[0211] 320 Pressure Pickup Piston or Similar Spool

[0212] 320PCV PCV valve core

[0213] 320EV EV valve core

[0214] 320SV SV valve core

[0215] 330 Pressure Path

[0216] 311 Solenoid

[0217] 311EV Solenoid EV

[0218] 311SV Solenoid SV

[0219] 321 spring

[0220] 321EV Spring EV

[0221] 321SV Spring SV

[0222] 331 First pressurization path

[0223] 332 Second pressurization path

[0224] 333 Pressure Pickup Path

[0225] 400 Conventional Brake Pressure Regulator

[0226] 402 Relay Valve

[0227] 404a, 404b, 406c electronically actuated valves

[0228] PCV' electronically actuated pressure control valve

[0229] 404, 406 having first and second valve units with electronically actuable valves 404a, 404b, 406c

[0230] 408 Control pressure inlet

[0231] 410 Import

[0232] 412 Exit

[0233] 502 Regulator housing.

Claims

1. A brake pressure regulator, comprising: - a relay valve (202) for controlling the supply of pressurized air from the 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), the primary control pressure being intended to open the relay valve (202); and a second valve unit (206) 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 (II) and to transmit the primary control pressure or the secondary control pressure to the relay valve (202), wherein The primary control pressure from the primary source (II) is disconnected when the secondary control pressure is transferred to the relay valve (202), and / or the secondary control pressure from the secondary source is disconnected when the primary control pressure is transferred to the relay valve (202), It is characterized in that The second valve unit (206) is a mechanically operable valve in the form of a pneumatically controlled valve having a valve housing (304) comprising: - a pressurized guide sleeve (304.4) providing a valve chamber (305) configured to axially guide a pressure pick-up piston or spool (320) adapted for pneumatic actuation thereof, and - a coil housing (304.5) configured to provide a coil chamber (306) around the pressurized guide sleeve (304.4), wherein The valve chamber (305) has no spring (321) and the coil chamber (306) has no coil or solenoid (311), so that the valve spool (320) can only be actuated pneumatically.

2. The brake pressure regulator according to claim 1, wherein: The valve chamber (305) provides a valve core chamber (305V) and a spring chamber (305S), wherein the valve chamber (305) provides an empty spring chamber (305S).

3. The brake pressure regulator according to claim 1 or 2, wherein: The coil chamber (306) is empty.

4. The brake pressure regulator according to claim 1 or 2, wherein: The pneumatic control valve is constructed as follows: - upon receiving said primary control pressure (Pc1) and / or said secondary control pressure (Pc2), and / or - upon receiving a first switching control pressure (P1) derived from said primary control pressure (Pc1) and / or a second switching control pressure (P2) derived from said secondary control pressure (Pc2), Switching between the first state and the second state, The pneumatic control valve is adapted to transmit a secondary control pressure to the relay valve (202) in the second state, and is adapted to transmit a primary control pressure to the relay valve (202) in the first state.

5. The brake pressure regulator according to claim 4, wherein: The pressurized guide sleeve (304.4) is configured to guide the pressure pick-up piston or spool (320) in a first position corresponding to the first state and a second position corresponding to the second state.

6. The brake pressure regulator according to claim 1 or 2, wherein: The valve chamber (305) extends between a valve seat (307) on the valve body (310) and a valve core stop (308) on the first pressure-conducting housing path (304.1).

7. The brake pressure regulator according to claim 6, wherein: - a first pressure conducting housing path (304.1) providing a first pressurizing path (331) and a pressure pickup path (333), and / or The valve body (310) is located in a second pressure-conducting housing part (304.2), which provides a second pressurized path (332).

8. The brake pressure regulator according to claim 6, wherein: - the valve core (320) comprises a rubber seat at at least one side of the valve core, and / or - The valve body (310) has a sealing ring.

9. The brake pressure regulator according to claim 1 or 2, wherein: The pneumatic control valve is a double check valve (206D).

10. The brake pressure regulator according to claim 1 or 2, wherein: The pneumatic control valve is a 3 / 2 directional valve (206A, 206B, 206C).

11. The brake pressure regulator according to claim 1, wherein: The pneumatic control valve is configured to selectively transmit a higher magnitude of pressure among the primary control pressure and the secondary control pressure received from the primary source (II) and the secondary source, respectively.

12. The brake pressure regulator according to claim 1, wherein: The pneumatic control valve includes a pressure pick-up piston or spool (320) having opposite sides (302a; 302b); wherein a first of the two opposing sides receives pressurized air from the primary source (II) and a second of the two opposing sides receives pressurized air from the secondary source.

13. The brake pressure regulator according to claim 1, wherein: The pneumatic control valve includes a valve housing (304) that covers the pressure pick-up piston or valve core (320), wherein the valve core (320) is configured to translate linearly within the valve housing (304), and The direction of movement of the valve core (320) within the valve housing (304) depends directly or indirectly on the difference in magnitude of the pressure received from the primary source (II) and the secondary source.

14. The brake pressure regulator according to claim 1 or 2, 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 is configured to perform one of the following functions: - enabling the supply of the primary control pressure (Pc1) from the primary source (II) to actuate the relay valve (202); - disabling or preventing the supply of the primary control pressure (Pc1) from the primary source (II) to the relay valve (202); and - releasing the primary control pressure (Pc1) from the primary source (II) to atmosphere, wherein the primary control pressure (Pc1) is intended to open the relay valve (202).

15. The brake pressure regulator according to claim 1 or 2, 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.

16. The brake pressure regulator according to claim 1 or 2, wherein: The brake pressure regulator is used to control the supply of pressurized air to brake actuators (112a, 112b) associated with a front axle (FA) of a vehicle.

17. The brake pressure regulator according to claim 1 or 2, wherein: The brake pressure regulator is used to control a coupling control pressure provided to a brake system of a vehicle trailer.

18. The brake pressure regulator according to claim 14, wherein: The spatial arrangement of each of the two solenoid-controlled 2 / 2-way control valves (208, 210) within the brake pressure regulator is identical to the spatial requirements of the pneumatic control valve.

19. The brake pressure regulator according to claim 1 or 2, wherein: The pressurized guide sleeve is configured to axially guide a pressure pick-up piston or valve core (320) adapted only for pneumatic actuation thereof.

20. The brake pressure regulator according to claim 1 or 2, wherein: The valve core (320) is subjected to a pneumatic force only due to the pneumatic pressure in the valve chamber (305).

21. The brake pressure regulator according to claim 2, wherein: The spring space (305SR) of the valve chamber (305) does not have a spring (321).

22. The brake pressure regulator according to claim 3, wherein: The coil chamber (306) provides a coil space (306C) that is free of a coil or solenoid (311).

23. The brake pressure regulator according to claim 5, wherein: The first position and the second position of the valve core (320) are respectively selected from a plurality of positions on the valve seat (307) and the valve core stop (308).

24. The brake pressure regulator according to claim 9, wherein: The double check valve is configured to switch between a first state and a second state upon receiving the primary control pressure (Pc1) and / or the secondary control pressure (Pc2), wherein the double check valve is adapted to transmit the secondary control pressure to the relay valve (202) in the second state and is adapted to transmit the primary control pressure to the relay valve (202) in the first state.

25. The brake pressure regulator of claim 10, wherein: The 3 / 2 directional valve is configured to switch between a first state and a second state upon receiving a first switching control pressure (P1) derived from a primary control pressure (Pc1) and / or a second switching control pressure (P2) derived from a secondary control pressure (Pc2), wherein the 3 / 2 directional valve is adapted to transmit the secondary control pressure to the relay valve (202) in the second state and is adapted to transmit the primary control pressure to the relay valve (202) in the first state.

26. The brake pressure regulator of claim 11, wherein: The pneumatic control valve is a double check valve or a 3 / 2 directional valve.

27. The brake pressure regulator of claim 12, wherein: The pneumatic control valve is a double check valve or a 3 / 2 directional valve.

28. The brake pressure regulator of claim 13, wherein: The pneumatic control valve is a double check valve or a 3 / 2 directional valve.

29. The brake pressure regulator of claim 18, wherein: The pneumatic control valve is a double check valve or a 3 / 2 directional valve.

30. The brake pressure regulator of claim 2, wherein: The valve chamber (305) provides a hollow spring chamber (305S).

31. The brake pressure regulator according to claim 3, wherein: The coil chamber (306) is hollow.

32. A pneumatic braking system (100), comprising: The brake pressure regulator according to any one of claims 1 to 31; a centralized pressure regulator connected to the brake pressure regulator; as well as A centralized electronic control unit is mounted on the central axle control valve, wherein the centralized electronic control unit transmits a control signal to at least the first valve subunit (204).

33. A vehicle comprising a pneumatic braking system (100) according to claim 32.

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