Trailer control module and trailer control valve arrangement

Abstract

This invention relates to a trailer control module and a trailer control valve device. The trailer control module (1) for an electro-pneumatic braking system (100) includes a trailer control valve device (TCV) (20), which is at least connected to a supply connector (2) for receiving supply pressure (pS) and providing trailer control pressure (pTC) to a trailer operating port (6). The TCV (20) includes a disconnect valve unit (26) for switching between a supply state that allows fluid communication between the supply connector (2) and a relay valve unit (30) and a disconnect state that throttles said fluid communication. The disconnect valve unit (26) includes a switching member (54) subjected to a first compressive force F1 defined by a pilot control pressure (pPC) and a counteracting second compressive force F2 defined by the trailer control pressure (pTC), wherein the switching member (54) switches to the disconnect state when the second compressive force F2 drops below a predetermined threshold TB.

Description

Technical Field

[0001] This invention relates to a trailer control module for an electro-pneumatic braking system for trailer / trailer combinations, particularly commercial vehicle combinations. The trailer control module includes: a supply connector for providing supply pressure; a trailer supply port for delivering trailer supply pressure to the trailer supply connector; a trailer operating port for delivering trailer control pressure to the trailer control connector; and a trailer control valve device connected at least to the supply connector and configured to receive the supply pressure and provide trailer control pressure to the trailer operating port. The trailer control valve device includes an electro-pneumatic pilot control unit for receiving electronic trailer braking signals and converting the electronic trailer braking signals into pilot control pressure. Furthermore, the trailer control valve device includes a relay valve unit for receiving the supply pressure and the pilot control pressure, wherein the relay valve unit is configured to provide trailer control pressure based on the pilot control pressure. The trailer control valve device also includes a disconnect valve unit configured to switch between a supply state that allows fluid communication between the supply connector and the relay valve unit, and a disconnect state that throttles the fluid communication between the supply connector and the relay valve unit. Background Technology

[0002] Vehicles (especially commercial vehicles) are typically equipped with pneumatic braking systems. In a trailer-trailer combination (trailer / trailer combination), pressurized air and braking signals are supplied from the trailer to the trailer. Pressurized air is supplied to the trailer via trailer supply lines, and pneumatic control signals are transmitted via control lines. To connect the trailer's supply lines and control lines, the trailer's pneumatic braking system typically has two connectors.

[0003] In an electronically controlled braking system, the trailer control valve module controls the pressure at the coupling by providing output pressure, thereby controlling the trailer's braking behavior. It receives electrical signals from the main electronic control unit (mECU) indicating an output pressure request. The central module handles the electrical actuation and monitoring of the trailer control valve module.

[0004] For example, if the trailer brake control circuit is disconnected during braking, the disconnect valve device switches from the supply state to the operating state, thereby throttling the supply to the relay valve unit in the trailer control module. This causes a pressure drop at the supply port (trailer supply line), and due to the pressure drop in the trailer supply line, the relay valve device causes the trailer to brake automatically.

[0005] The switching of the disconnect valve is pneumatically driven, whereby alternatively, at least the supply pressure, in conjunction with either the trailer control pressure or the pilot control pressure, controls the switching of the disconnect valve. In both cases, seal-related quality issues can affect the supply pressure; for example, rubber compounds can increase the coefficient of friction and make the valve more sensitive to supply pressure levels.

[0006] However, due to legal requirements, trailer protection functions must be ensured. Because of the disconnection of the trailer control circuit, more reliable and stable operating conditions must be provided for the activation of the disconnect valve unit to achieve higher automatic braking accuracy.

[0007] In addition, there is a need for an economical system that uses cost-effective components and is easy to install into the braking system. Summary of the Invention

[0008] In a first aspect of achieving this objective, the present invention provides a trailer control module of the aforementioned type, characterized in that the disconnect valve unit includes a switching member having a first control surface subject to a first extrusion force F1 defined by a pilot control pressure and a second control surface subject to a second extrusion force F2 that counteracts the first extrusion force F1 and is at least defined by a trailer control pressure, wherein the first extrusion force F1 and the second extrusion force F2 are balanced in a supply state, and the switching member switches from a supply state to a disconnect state when the second extrusion force F2 drops below a predetermined threshold TB.

[0009] Preferably, the trailer control module is an electric / pneumatic trailer control module.

[0010] In another preferred embodiment, the trailer control module is a pneumatically controlled trailer control module.

[0011] Preferably, a predetermined threshold TB is equal to the first extrusion pressure F1, such that when the second extrusion pressure F2 drops below the first pressure, the switching member switches from the supply state to the disconnect state. During operation, the second extrusion pressure F2, defined by the trailer control pressure, will decrease when the trailer control line is disconnected. Since the first extrusion pressure F1, which counteracts the second extrusion pressure F2, is defined at least by the pilot control pressure and optional other forces (e.g., the spring force), the switching of the disconnect valve unit is independent of the supply pressure. The inventors advantageously recognize that the supply pressure is sensitive to the quality of the sealing material and material combination, as well as the operating conditions. The trailer control pressure and pilot control pressure are less affected by quality issues, especially by sealing resistance. Therefore, a more reliable disconnect valve module is provided, allowing for stable operating conditions. Consequently, the failure tendency of the disconnect valve unit is reduced. The overall reliability and / or safety provided by the trailer control module can be increased.

[0012] It should be understood that this trailer control module can be used in electro-pneumatic braking systems or anti-lock braking systems.

[0013] Preferably, the trailer control module further includes a throttling port fluidly connected to the disconnect valve unit, wherein the disconnect valve unit, in the disconnected state, throttles the supply pressure to the relay valve unit via the throttling port. Therefore, the disconnect valve unit can easily direct the amount of pressurized air supplied by the supply connection, which cannot be directed to another unit or pneumatic circuit or discharged into the environment via the additional throttling port through the disconnect valve unit.

[0014] In a preferred embodiment, the disconnect valve unit further includes a resilient member configured to apply a holding force to the second control surface, wherein the second extrusion force F2 is defined by the pilot control pressure and the holding force. This resilient member advantageously biases the switching member toward a position that allows the disconnect valve unit to remain in a supply state, ensuring supply in the event of pressure variations during operation. The disconnect valve unit is configured to switch to a disconnect state when the second extrusion force F2 drops below a predetermined threshold TB, which is preferably equal to the first extrusion force defined by the trailer control pressure and the holding force applied by the resilient member.

[0015] Preferably, the disconnect valve unit has a valve unit housing that at least partially defines a flow path from the supply connector to the relay valve unit. More preferably, a switching member is movably received within the valve unit housing for switching from a supply state to a disconnect state, wherein the switching member is preferably arranged in the flow path and configured to selectively block the flow path in the disconnect state. In this embodiment, the switching function of the disconnect valve unit is provided at least in part by the switching member arranged in the valve unit housing. In this way, a particularly robust, inexpensive, and simple disconnect function is achieved. Preferably, the switching member is a piston slidably arranged in the valve unit housing, wherein a first control surface is provided by a first end of the piston, and a second control surface is provided by the opposite second end of the piston. Preferably, the piston also has a central portion arranged in the flow path. Therefore, supply air pressurized with supply pressure can flow around the central portion. The first and second control surfaces provided by the opposite ends of the piston are easy to manufacture, thus allowing for an inexpensive and robust disconnect valve function. It should be understood that the first control surface and the second control surface are preferably fluid-tightly separated from each other, such that the first control surface is exposed only to the pilot control pressure and the second control surface is exposed only to the trailer control pressure.

[0016] Further preferably, the disconnect valve unit housing has a valve seat and a corresponding valve body in the center, wherein the valve body is configured to abut against the valve seat in the disconnected state. The valve seat and the corresponding valve body allow for a simple throttling mechanism. In the absence of a seal associated with the valve seat, a limited amount of pressurized air will pass through the valve seat and be supplied to the relay valve unit, thus throttling the supply. Preferably, the valve seat is provided by the inner wall of the valve unit housing.

[0017] Preferably, the disconnect valve unit also has a sealing ring associated with the valve seat, which prevents supply pressure from being supplied from the supply connection to the relay valve unit when disconnected.

[0018] In another preferred embodiment, the valve unit housing further includes a disconnect valve supply port for receiving supply pressure from the supply connection, a disconnect valve control port for receiving pilot control pressure from the pilot valve unit, a disconnect valve operating port for providing supply pressure to the relay valve unit in the supply state, and an inspection port fluidly connected to the trailer operating port for receiving control pressure.

[0019] Preferably, the elastic member is a spring that engages with a corresponding protrusion provided by the second control surface and a corresponding recess provided by the valve unit housing. The spring provides a suitable elasticity, and through the guidance provided by the protrusion and the corresponding recess, a retaining force can be applied to the switchable member in a repeatable and reliable manner. Therefore, the switchable member is reliably biased toward the supply state to ensure that supply pressure is supplied from the supply connector to the relay valve unit.

[0020] Further preferably, the first control surface is fluid-tightly separated from the second control surface by at least one sealing ring. Therefore, the disconnection function is more reliable. In particular, when a switching member is provided by a slidable piston slidably received in a corresponding portion of the valve unit housing, the sealing ring is adapted to sealably press against the piston's housing surface. Further preferably, the first sealing ring is disposed between the central portion of the piston and a first end, and the second sealing ring is disposed between the central portion of the piston and a second end.

[0021] Preferably, the electro-pneumatic pilot control unit is configured to communicate with the electronic control unit of the electronic braking system to receive electronic braking signals. Therefore, the trailer control module can be integrated into the circuit of the electronic braking system, which can be the main electronic control unit of the vehicle's electronic braking system.

[0022] Preferably, the trailer control module further includes a pressure sensor configured to monitor trailer control pressure and provide a pressure signal to the electronic control loop. Therefore, the trailer control module allows the electronic braking system to control the trailer braking function based on detected sensor signals regarding the output trailer control pressure (particularly the output trailer control pressure provided at the trailer operating port). In a preferred embodiment, the electro-pneumatic pilot control unit includes a first electro-pneumatic control valve, a second electro-pneumatic control valve, and a third electro-pneumatic control valve. Preferably, the first electro-pneumatic control valve is configured to receive supply pressure and provide pilot control pressure according to one or more trailer braking control signals (preferably via the first valve operating port) provided to the first electro-pneumatic control valve by the electronic trailer control connector. The first electro-pneumatic control valve is preferably a solenoid valve formed by an electro-pneumatic 2 / 2-way valve. The second electro-pneumatic control valve is preferably biased to a closed position, wherein in the closed position, the fluid passage between the electro-pneumatic supply port and the electro-pneumatic operating port of the second electro-pneumatic control valve is blocked. The second electro-pneumatic control valve is preferably a solenoid valve configured as an electro-pneumatic 2 / 2-way valve, which provides output pressure to the pilot control unit. The third electro-pneumatic control valve is preferably a solenoid valve configured as an electro-pneumatic 3 / 2-way valve, which is connected to a redundant port of the trailer control module.

[0023] Preferably, the trailer control module further includes an electronic trailer control connector for receiving electronic braking signals and providing corresponding trailer braking signals at the trailer control valve device, thereby enabling adjustment of the trailer control pressure. Therefore, specifically, the pilot control unit receives the adjusted trailer control signal and converts the signal into pilot control pressure.

[0024] Preferably, the trailer control module further includes an exhaust device with an exhaust muffler in fluid communication with the relay valve unit, the exhaust device preferably being an outlet connected to ambient pressure.

[0025] Preferably, the trailer control module is a pneumatically controlled trailer control module. Therefore, the trailer control valve device can be pneumatically controlled.

[0026] In an alternative preferred embodiment, the trailer control module is an electrically controlled trailer control module. Therefore, the trailer control valve device can be electrically controlled.

[0027] According to a second aspect of the invention, the aforementioned problem is solved by an electro-pneumatic braking system for trailers in trailer / trailer combinations, particularly commercial vehicle combinations, comprising: at least a first braking circuit including a brake actuator for braking the trailer; one or more compressed air supply sources; and a trailer control circuit including a supply connector, a control connector, and a trailer control module according to the first aspect of the invention. By having a trailer control module according to the first aspect of the invention, the electro-pneumatic braking system combines the advantages of the first aspect. Preferred embodiments and benefits of the first aspect of the invention are also preferred embodiments and benefits of the second aspect of the invention, and vice versa. The supply connectors for the trailer control module and the external control module can be connected to the same compressed air supply source as the electro-pneumatic braking system, or to one or more different air supply sources. For example, both the supply connector and the external control valve can be connected to the first air supply source, while only the external control valve is connected to the second air supply source.

[0028] According to a third aspect of the invention, the above-mentioned problem is solved by a method for controlling the disconnection function of an electro-pneumatic braking system for a trailer in a trailer / trailer combination, preferably an electro-pneumatic braking system according to the second aspect, the method comprising the following steps:

[0029] - Supply pressure is supplied to the electric pneumatic trailer control valve device of the trailer control module through the supply connector of the trailer control module;

[0030] - Receive electronic trailer braking signals at the electro-pneumatic pilot control unit of the trailer control module;

[0031] - The electronic trailer braking signal is converted into pilot control pressure via an electro-pneumatic pilot control unit;

[0032] -The relay valve unit of the trailer control module provides trailer control pressure to the trailer working port of the trailer control module according to the pilot control pressure;

[0033] - Receives supply pressure, pilot control pressure and trailer control pressure at the disconnect valve unit of the trailer control module;

[0034] - By switching a disconnect valve unit between a supply state, which allows fluid communication between the supply connector and the relay valve unit, and a disconnect state, which throttles the fluid communication between the supply connector and the relay valve unit, the switching member is subjected to a first extrusion force F1, defined by a pilot control pressure, and a second reaction extrusion force F2, defined at least by a trailer control pressure. The first extrusion force F1 and the second extrusion force F2 are substantially balanced in the supply state, and the switching member switches from the supply state to the disconnect state when the second extrusion force F2 drops below a predetermined threshold TB. The method according to the third aspect combines the advantages of the first aspect by switching the disconnect valve unit between the supply and disconnect states using a switching member (which switches to the disconnect state when the second extrusion force F2 drops below the predetermined threshold TB). Preferred embodiments and benefits of the first aspect of the invention are also preferred embodiments of the second aspect of the invention, and vice versa. Attached Figure Description

[0035] To gain a more complete understanding of the invention, it will now be described in detail with reference to the accompanying drawings. The detailed description will illustrate and describe what is considered to be the preferred embodiments of the invention. It should be understood, of course, that various modifications and variations in form or detail can be readily made without departing from the spirit of the invention. Therefore, it is intended that the invention may not be limited to the exact forms and details shown and described herein, nor to all of the invention less than those disclosed herein and subsequently claimed. Furthermore, the features described in the specification, drawings, and claims that disclose the invention may be necessary for the invention to be considered individually or in combination. In particular, any reference numerals in the claims should not be construed as limiting the scope of the invention. The word “comprising” or “including” does not exclude other elements or steps. The word “a” or “an” does not exclude a plural. The word “multiple” also includes the number 1, i.e., a single item, as well as other numbers such as 2, 3, 4, etc.

[0036] In the attached diagram:

[0037] Figure 1 A schematic layout of a vehicle with an electro-pneumatic braking system is shown.

[0038] Figure 2 The electric pneumatic trailer control module is shown; and

[0039] Figure 3 It shows Figure 2 The disconnect valve device of the control module for the electric pneumatic trailer shown. Detailed Implementation

[0040] Trailer 200 (particularly commercial vehicle 202) includes a front axle FA and preferably a rear axle RA. Vehicle 200 is a trailer / trailer combination (trailer not shown). For braking the front axle FA and the rear axle RA, trailer 200 includes an electro-pneumatic braking system 100.

[0041] The electro-pneumatic braking system 100 includes a first braking circuit 102 (here, a front axle braking circuit 104 for the front axle FA), and preferably includes a second braking circuit 106 (here, a rear axle braking circuit 108 for the rear axle RA). Furthermore, the electro-pneumatic braking system 100 includes a trailer control circuit 110. To supply compressed air at a supply pressure pS, the electro-pneumatic braking system 100 includes a first compressed air supply source 112.

[0042] In this embodiment, the first compressed air supply source 112 supplies the first braking circuit 102, and preferably, the electro-pneumatic braking system 100 may also have an external control valve 114, which may be configured as an impact valve 116, and air is supplied to the external control valve 114.

[0043] The second braking circuit 106 is supplied by a second compressed air supply source 118, which also provides compressed air at a supply pressure pS. However, it is also preferable that either the first compressed air supply source 112 or the second compressed air supply source 118 supplies only the first braking circuit 102 or the second braking circuit 106. Compressed air is supplied to the first air supply source 112 and the second compressed air supply source 118 by an air handling system (not shown).

[0044] The electro-pneumatic braking system 100 includes a main electronic control unit 120, also referred to as a mECU, for controlling the components of the electro-pneumatic braking system 100. The mECU specifically controls the rear axle adjuster 122 supplied to the rear axle RA. In this embodiment, the rear axle adjuster 122 and the mECU 120 are configured as a control unit 124. A front axle adjuster 126 is connected to a first front axle ABS module 128a and a second front axle ABS module 128b, which in turn are connected to front axle brake actuators 130a and 130b. The front axle adjuster 126 is pneumatically connected to a foot brake module 132. In this embodiment, the foot brake module 132 is configured as an electro-pneumatic foot brake module 134. When actuated by a user (indicated by arrow 136) or electronically actuated by an actuator (not shown), the foot brake module 134 provides front axle braking pressure pBFA to the front axle adjuster 126.

[0045] Foot brake module 132 is also connected to mECU 120 via foot brake signal line 138. Upon actuation, foot brake module 132 provides a foot brake signal SFB proportional to the actuation. mECU 120 provides a rear axle brake signal SRA to rear axle adjuster 122, which then provides the corresponding rear axle brake pressure pBRA to the rear axle brake actuators 140a, 140b, 140c, and 140d of the rear axle RA. The rear axle brake actuators 140a, 140b, 140c, and 140d are configured as tristop cylinders providing both service and parking brake functions. When the rear axle brake pressure pBRA is supplied to the rear axle brake actuators 140a, 140b, 140c, and 140d, the tristop cylinder closes to brake the rear axle RA. The parking brake portion of the rear axle brake actuators 140a, 140b, 140c, and 140d is configured to brake the rear axle RA of vehicle 200 in a non-pressurized state. During vehicle 200 travel, parking brake pressure pBPB is supplied to the rear axle brake actuators 140a, 140b, 140c, and 140d. When parking brake pressure pBPB is supplied to the spring element (not shown) of the rear axle brake actuator, the rear axle brake actuators 140a, 140b, 140c, and 140d open, and the rear axle RA is ready for travel.

[0046] The parking brake pressure pBRP is provided by the parking brake module 142 to the rear axle brake actuators 140a, 140b, 140c, and 140d. The parking brake module 142 is fluidly connected to the external control valve 114 via the protection line 144. The parking brake module 142 receives the parking brake signal SPB from the mECU 120 and provides the parking brake pressure pBPB.

[0047] The trailer control circuit 110 also includes an electro-pneumatic trailer control module 1. To receive the brake signal SB, the trailer control module 1 is connected to the mECU 120 via brake signal line 146. Furthermore, the trailer control module 1 is connected to the foot brake module 132 via a redundant line 148 for receiving redundant pressure pBR. Specifically, the redundant line 148 is connected to a redundant port 36, for example, leading to the parking brake unit 142 or the manual brake unit of the trailer control module 1. In this embodiment, the redundant pressure pBR is equal to the front axle brake pressure pBFA. A protection line 144 may also be connected to the trailer control module 1.

[0048] The trailer control module 1 is also connected to supply connector 150 and control connector 152. According to SAE international standard J318, control connector 152 is typically referred to as the blue connector, while supply connector 150 is referred to as the red connector. Supply connector 150 is connected to the trailer supply port 4 of the trailer control module 1 for supplying trailer supply pressure pTS to the trailer via supply connector 150. Control connector 152 is connected to the trailer control port 6 of the trailer control module 1 for providing trailer control pressure pTC to the trailer via control connector 152.

[0049] In this embodiment, the trailer control module 1 includes a first supply connector 2a that is fluidly connected to a first compressed air supply source 112 via a first supply line 154. A second supply connector 2b of the trailer control module 1 is connected to a second compressed air supply source 118 via a second supply line 156.

[0050] When the external control valve 114 is in the external supply state (or normally in the push position if the external control valve 114 is a push-pull valve), air at a supply pressure pS is preferably supplied to the protection line 144 from the first air supply source 112 and / or the second compressed air supply source 118 via the external control valve 114. When the external control valve 114 is in the closed state (normally in the pull position), the airflow from the first compressed air supply source 112 and the second compressed air supply source 118 to the control line 144 is preferably blocked by the external control valve 114. The external control valve 114 is also configured to switch from the external supply state to the closed state when the pressure in the protection line 144 drops below a predetermined pressure level. For example, if the pressure level in the protection line 144 drops below a predetermined pressure level due to a fault in the protection line 144 or an unexpected trailer disconnection, the external control valve 114 automatically cuts off the fluid connection between the protection line 144 and the first compressed air supply source 112 and the second compressed air supply source 118 (push-pull valve pops out), thereby cutting off the supply to the trailer control circuit 110, and a considerable pressure loss is detected at the trailer control working port 6.

[0051] Figure 2 An embodiment of an electric pneumatic trailer control module 1 is schematically shown. This module has a supply connector 2, which can be formed by a first supply connector and / or a second supply connector connected to supply lines 154, 156 (see [link]). Figure 1Provided as described above. The trailer supply port 4 of the electric pneumatic trailer control module 1 is connected to the supply connector 150, and the trailer control connector of the electric pneumatic trailer control module 1 is connected to the control connector 152. The trailer supply connector 2, trailer control working port 6, trailer supply port 4, redundant port 36, and parking brake pressure port 38 leading to the parking brake unit 142 are arranged on the module valve unit housing 14 of the electric pneumatic trailer control module 1. The module valve unit housing 14 also includes an exhaust device 16 connected to the exhaust muffler 18.

[0052] The trailer control valve assembly 20 is disposed inside the module valve unit housing 14. Furthermore, the electro-pneumatic trailer control module 1 includes an electronic trailer control connector 22 connected to the brake signal line 146 for receiving the brake signal SB. In this embodiment, the electronic trailer control connector 22 is configured to directly supply the trailer brake control signal STB to the electrical connection strip 24 of the trailer control valve assembly. The electronic trailer control connector 22 is also connected to a pressure sensor 29 for receiving and providing the sensor signal SS to the mECU 120. The sensor 29 monitors the trailer control pressure transmitted by the trailer control operating port 6 and returns the signal to the main electronic control unit 120. However, the electronic trailer control connector 22 may also include an ECU for providing the trailer brake control signal STB and for receiving the sensor signal SS.

[0053] The trailer control valve device 20 includes an electro-pneumatic pilot control unit 28 and a pneumatically controlled relay valve unit 30. The control valve supply port 32 of the electro-pneumatic pilot control unit 28 is directly fluidly connected to the supply connector 2 via a supply line 34. During normal operation, a supply pressure pS is supplied to the control valve supply port 32.

[0054] The electronic braking signal SB, determined by the main electronic control unit 120, is converted by the valve of the pilot valve device 28 into a pilot control pressure pPC for the relay valve unit 30. The trailer control pressure at the trailer control working port 6 is proportional to this pilot control pressure pPC.

[0055] If a significant pressure loss is detected at trailer control port 6 during full braking (e.g., due to a disconnection of the trailer brake line), the disconnect valve device 20 throttles the supply to the relay valve unit 30 in the trailer control module 1 via the throttle port 10. This causes a pressure drop at trailer control port 6, and the disconnect valve unit 26 throttles the supply pressure to the relay valve unit 30. Therefore, a pressure drop occurs at trailer supply port 4 (trailer supply line), and the relay valve device 30 causes the trailer to automatically brake for a legally mandated period not exceeding 2 seconds. Thus, an unexpected disconnection of the trailer from the trailer will result in automatic trailer braking.

[0056] An electro-pneumatic pilot control unit 28 is configured to receive a supply pressure pS via a control valve supply port 32 and provide a first pilot control pressure pPC at a pilot control operating port 40 of the electro-pneumatic pilot control unit 28. Based on a trailer brake control signal STB provided by an electronic trailer control connector 22, the electro-pneumatic pilot control unit 28 can adjust the pilot control pressure pPC. For this purpose, the electro-pneumatic pilot control unit 28 includes a first electro-pneumatic control valve 42 having a first electro-pneumatic supply port 42.1 and a first electro-pneumatic operating port 42.2. In this embodiment, the first electro-pneumatic supply port 42.1 serves as the control valve supply port 32, while the first electro-pneumatic operating port 42.2 is in direct fluid communication with the pilot control operating port 40. The first electro-pneumatic control valve 42 is an electrically controlled 2 / 2-way valve (e.g., a valve biased to the closed position) that is in direct fluid communication with the pilot control operating port 40. Figure 2 As shown), the first electro-pneumatic supply port 42.1 and the first electro-pneumatic working port 42.2 are separate. The first solenoid 42.3 of the first electro-pneumatic control valve 42 can be actuated by the trailer brake control signal STB1, so that a regulated first pilot control pressure pPC can be provided at the first electro-pneumatic working port 42.2 by gradually opening or closing the first electro-pneumatic control valve 42.

[0057] The electro-pneumatic pilot control unit 28 also includes a second electro-pneumatic control valve 44 and a third electro-pneumatic control valve 46 (relief valve). The second electro-pneumatic control valve 44 is configured as an electro-pneumatic 2 / 2-way valve, biased to the closed position, and connects to the second electro-pneumatic supply port 44.1 and the second electro-pneumatic operating port 44.2. When the trailer brake control signal STB2 is provided to the second solenoid, the second electro-pneumatic control valve 44 closes and the fluid passage between the second ports 44.1 and 44.2 is blocked. The second electro-pneumatic operating port 44.2 is in fluid communication with the pilot control operating port 40, while the second electro-pneumatic supply port 44.1 is connected to the third electro-pneumatic operating port 46.2 of the third electro-pneumatic control valve 46. The third electro-pneumatic control valve 46 is configured as an electro-pneumatic 3 / 2-way valve. The third electro-pneumatic supply port 46.1 of the third electro-pneumatic control valve 46 can be connected to a redundant port 36 to receive redundant pressure pBR. The third exhaust port 46.4 of the third electro-pneumatic control valve 46 is connected to the exhaust device 16. When the third electro-pneumatic control valve 46 is de-energized, the third electro-pneumatic control valve 46 is biased in the supply position (e.g., Figure 2 (As shown). By providing the trailer brake control signal STB to the third solenoid 46.3, the third electro-pneumatic control valve 46 can be switched to the exhaust position, wherein the third electro-pneumatic working port 46.2 is connected to the exhaust device 16.

[0058] In this embodiment, the electro-pneumatic pilot control unit 28 of the trailer control valve device 20 includes a first electro-pneumatic control valve 42, a second electro-pneumatic control valve 44, and a third electro-pneumatic control valve 46. However, in other embodiments, the electro-pneumatic pilot control unit 28 may also include more or fewer than three control valves. For example, the electro-pneumatic pilot control unit 28 may include only the first electro-pneumatic control valve 42 and the third electro-pneumatic control valve 46.

[0059] To provide the first pilot control pressure pPC during normal operation, trailer brake control signals STB1 and STB2 are provided, and the electro-pneumatic pilot control unit 28 operates as follows: upon receiving the trailer brake control signal STB2, the second solenoid 44.3 directs the second electro-pneumatic control valve 44 from... Figure 2 The open position shown is switched to the closed position, thereby blocking the fluid passage from the second electro-pneumatic supply port 44.1 to the second electro-pneumatic working port 44.2 and the fluid passage from the second electro-pneumatic working port 44.2 to the second electro-pneumatic supply port 44.1. The first electro-pneumatic control valve 42 receives a supply pressure pS at its first electro-pneumatic supply port 42.1. When the trailer brake control signal STB1 is received at the first solenoid 42.3, the first electro-pneumatic control valve 42 adjusts the pressure so that the pilot control pressure pPC corresponding to the trailer brake control signal STB1 is supplied to the first electro-pneumatic working port 42.2 and (due to the direct fluid connection) to the pilot control working port 40. To ventilate the pilot control working port 40, the first electro-pneumatic control valve 42 and the second electro-pneumatic control valve 44 are de-energized, causing the first electro-pneumatic control valve 42 to switch to... Figure 2 The indicated closed position, and the second electro-pneumatic control valve 44 switched to... Figure 2 The open position is shown. Simultaneously, the third electro-pneumatic control valve 46 is actuated by providing a third trailer brake control signal STB3 to the third electro-pneumatic control valve 46, causing the third electro-pneumatic control valve 46 to move from the supply position (e.g., ...). Figure 2 (As shown) Switch to the exhaust position. Then, the pilot control working port 40 is fluidly connected to the exhaust device 16 via the second electro-pneumatic control valve 44, the third electro-pneumatic control valve 46, the exhaust line 48 and the exhaust muffler 18.

[0060] The electric pneumatic trailer control module 1 also provides fail-safe functionality. If the trailer brake control signal STB cannot be provided during an electrical fault, the electric pneumatic control valves 42, 44, and 46 of the electric pneumatic pilot control unit 28 switch to... Figure 2The positions are shown. The first electro-pneumatic control valve 42 is closed, while the second electro-pneumatic control valve 44 is open, and the third electro-pneumatic control valve 46 is in the supply position, wherein the third electro-pneumatic supply port 46.1 and the third electro-pneumatic working port 46.2 are in fluid communication. Redundant pressure pBR can be provided to the redundant port 36, and then supplied to the pilot control working port 40 via the third electro-pneumatic control valve 46 and the second electro-pneumatic control valve 44, while the fluid passage from the supply connection 2 is blocked by the first electro-pneumatic control valve 42.

[0061] The pilot control operating port 40 is connected to the relay valve unit 30 via the pilot control line 50. In this embodiment, the relay valve unit 30 includes a pneumatic relay valve 52, wherein the control signal directed to the relay valve control port 52.3 of the relay valve 52 is a pneumatic control signal. However, it should be noted that the relay valve unit 30 may also include a valve of another valve type or an additional valve. The pilot control pressure pPC provided by the electro-pneumatic pilot control unit 28 via the pilot control line 50 forms the control signal for the relay valve 52. The relay valve 52 also includes a relay valve supply port 52.1, a relay valve operating port 52.2, and a relay valve exhaust port 52.4. The supply pressure pS is provided to the relay valve supply port 52.1 via the supply connector 2 and the supply line 34. Relay valve 52 regulates the supply pressure pS of compressed air to relay valve supply port 52.1 such that the trailer control pressure pTC provided at relay valve operating port 52.2 is equal to the pressure (standby pressure) supplied to relay valve control port 52.3. It should be understood that there is essentially no airflow from relay valve control port 52.3 to relay valve operating port 52.2. The pressure supplied to relay valve control port 52.3 only controls the pressure level at relay valve operating port 52.2. Therefore, if no compressed air is supplied to relay valve supply port 52.1 and / or if relay valve control port 52.3 is fluidly connected to exhaust device 16, no trailer control pressure pTC is supplied at relay valve operating port 52.2.

[0062] The pneumatic control of the relay valve unit 30 is affected by the redundant pressure pBR of the redundant port 36 (also known as the brake signal transmitter) and the pressure provided at the parking brake pressure port 38.

[0063] In the case of electro-pneumatic control (supply mode), the redundant pressure pBR is maintained and supplied to the redundant port 36 by a third electro-pneumatic valve, which can be a 3 / 2 spare solenoid valve. Without electronic control, the redundant pressure pBR cannot be maintained.

[0064] When the pressure applied to the parking brake pressure port 38 decreases, the pressure in the trailer control working port 6 will increase, regardless of the electro-pneumatic and redundant pressure pBR at the redundant port 36. When the manual brake or parking brake pressure port 38 is fully vented, the trailer control pressure delivered at the trailer control working port 6 reaches a minimum of 7 bar (at a supply pressure of 8.5 bar).

[0065] Figure 3 The disconnect valve unit 26 is shown in detail. The disconnect valve unit 26 has a disconnect valve supply port 26.1 for receiving supply pressure pS, a disconnect valve control port 26.3 for receiving pilot control pressure pPC, and a disconnect valve operating port 26.2 for providing supply pressure pS to the relay valve unit 30 (see [reference]). Figure 2 The disconnect valve unit 26 also has a trailer working port 6 for receiving trailer control pressure pTC (see [link]). Figure 2 ) Check port 26.4 for fluid connectivity.

[0066] The disconnect valve unit 26 includes a switching member 54 formed as a piston 55. The piston 55 is disposed within the valve unit housing 56 of the disconnect valve unit 26. A flow path 60 is provided between the disconnect valve supply port 26.1 and the disconnect valve operating port 26.2. The piston 55 is disposed within the flow path 60.

[0067] An elastic member 58, forming a spring 59, is disposed in the valve unit housing 56 and configured to bias the piston 55 toward a supply state in which the disconnect valve supply port 26.1 is in fluid communication with the disconnect valve operating port 26.2, allowing pressurized air to flow freely around the piston 55.

[0068] Piston 55 has a first control surface 62 and an opposite second control surface 64. The first control surface 62 is exposed to a pilot control pressure pPC, and the second control surface 64 is exposed to a trailer control pressure pTC. A first compressive force F1, defined by the pilot control pressure pPC, acts on the first control surface 62. A second compressive force F2, defined by the trailer control pressure pTC and the holding force of spring 59, acts on the second control surface 64.

[0069] A first control surface 62 is provided by a first end 66 of piston 55. A second control surface 64 is provided by the opposite second end 68 of piston 55. A central portion 70 is disposed between the first end 66 and the second end 68. Figure 3 In the supply state shown, pressurized air can flow freely around the central part 70.

[0070] The valve unit housing 56 has a valve seat 72, and the piston 55 has a corresponding valve body 74, which is provided by a protrusion extending radially toward the inner wall 75 of the valve unit housing 56.

[0071] The inner wall 75 defines a receiving chamber 77, which is configured to receive and guide the piston 55.

[0072] If the second extrusion pressure F2 drops below the predetermined threshold TB, this means that the second extrusion pressure F2 is due to the trailer working port 6 (see...). Figure 2 The pressure at the valve decreases, and thus the pressure at the inspection port 26.4 also decreases. The first compressive force F1 pushes the piston 55 to the disconnected state, in which the valve body 74 abuts against the valve seat 72. As a result, pressure drops from the supply connection 2 via the disconnect valve unit 26 (see...). Figure 2 The supply pressure pS supplied to the relay valve unit 30 is at least throttled.

[0073] The disconnect valve unit 26 also has a protrusion 76 located at the second end 68 of the piston 55, which is configured to engage with the spring 59 such that the retaining force applied by the spring 59 is directed axially toward the center of the piston 55. Furthermore, the valve unit housing 56 has a recess 78 corresponding to the spring 59 and configured to at least partially receive the spring 59 to guide movement of the spring 59 between the supplied and disconnected states.

[0074] To separate the fluid seals of the first control surface 62 and the second control surface 64, the disconnect valve unit 26 includes a first sealing ring 80 and a second sealing ring 82 disposed adjacent to a first end 66 of the piston 55. The piston 55 is at least partially guided by a plug 83 received within a receiving chamber 77 defined by an inner wall 75. The first sealing ring 80 is disposed between the plug 83 and the inner wall 75. The second sealing ring 82 is disposed between the piston 55 and the plug 83. The disconnect valve unit 26 also includes a cap seal 84 disposed between the disconnect valve unit control port 26.3 and the piston 55.

[0075] Another sealing ring is disposed adjacent to the second end 68 of the piston 55 to fluid-tightly separate the second control surface 64 and the flow path 60.

[0076] The disconnect valve unit 26 also has an annular passage 88 connected to the disconnect valve operating port 26.2 and a pressure passage 90 connected to the annular passage 88. The pressure passage 90 is configured to direct pilot control pressure pPC to the first control surface 62.

[0077] List of reference numerals (part of the instruction manual)

[0078] 1 Electric / Pneumatic Trailer Control Module

[0079] 2. Supply of connectors

[0080] 4 Trailer supply ports

[0081] 6. Trailer control working port to the trailer control connector

[0082] 10 Throttling Ports

[0083] 14 Modular valve unit housing

[0084] 16. Exhaust system

[0085] 18. Exhaust muffler

[0086] 20 Trailer control valve device

[0087] 22 Electronic trailer control connector

[0088] 24 Electrical connecting strips

[0089] 26 Disconnect valve unit

[0090] 26.1 Disconnect valve supply port

[0091] 26.2 Disconnect valve operating port

[0092] 26.3 Disconnect valve control port

[0093] 26.4 Check the port

[0094] 28. Electro-pneumatic pilot control unit

[0095] 29 Pressure Sensor

[0096] 30 Relay Valve Unit

[0097] 32 Electro-pneumatic pilot control unit supply port

[0098] 34 Supply Lines

[0099] 36 Redundant Ports (Brake Signal Transmitter)

[0100] 38 Parking brake pressure port

[0101] 40 Electro-pneumatic pilot control unit working port

[0102] 42 First electro-pneumatic control valve

[0103] 42.1 First electro-pneumatic supply port

[0104] 42.2 First electro-pneumatic working port

[0105] 42.3 First Solenoid

[0106] 44 Second electro-pneumatic control valve

[0107] 44.1 Second electro-pneumatic power supply port

[0108] 44.2 Second electro-pneumatic working port

[0109] 44.3 Second Solenoid

[0110] 46 Third Electric Pneumatic Control Valve

[0111] 46.1 Third electro-pneumatic supply port

[0112] 46.2 Third electro-pneumatic working port

[0113] 46.3 Third Solenoid

[0114] 46.4 Third exhaust port

[0115] 48 Exhaust Line

[0116] 50 Pilot control circuit

[0117] 52 Relay Valve

[0118] 52.1 Relay Valve Supply Port

[0119] 52.2 Relay Valve Operating Port

[0120] 52.3 Relay Valve Control Port

[0121] 52.4 Relay valve exhaust port

[0122] 54 Switching Components

[0123] 55 piston

[0124] 56 Valve unit housing

[0125] 58 Elastic Components

[0126] 59 Springs

[0127] 60 flow path

[0128] 62 First Control Surface

[0129] 64 Second Control Surface

[0130] 66 First End

[0131] 68 Second End

[0132] 70 Central Department

[0133] 72 Valve seat

[0134] 74 Valve body

[0135] 75 Inner Wall

[0136] 76 protrusions

[0137] 77 Receiving Room

[0138] 78 recess

[0139] 80 First sealing ring

[0140] 82 Second sealing ring

[0141] 83 Stoppers

[0142] 84 Lip seal

[0143] 86 Third sealing element

[0144] 88. Loop Pathway

[0145] 90 Pressure Pathway

[0146] 100 Electric Pneumatic Braking System

[0147] 102 First Braking Circuit

[0148] 104 Front axle braking circuit

[0149] 106 Second Braking Circuit

[0150] 108 Rear Axle Braking Circuit

[0151] 110 Trailer control circuit

[0152] 112 First Compressed Air Supply Source

[0153] 114 External control valve

[0154] 116 Impact Valve

[0155] 118 Second Compressed Air Supply Source

[0156] 120 Main Electronic Control Unit (mECU)

[0157] 122 Rear Axle Adjuster

[0158] 124 Control Unit

[0159] 126 Front axle adjuster

[0160] 128a, 128b Front Axle ABS Module

[0161] 130a and 130b front axle brake actuator

[0162] 132 Foot Brake Module

[0163] 134 Electric-Pneumatic Foot Brake Module

[0164] 136 arrows

[0165] 138-foot brake signal line

[0166] 140a, 140b, 140c, 140d rear axle brake actuator

[0167] 142 Parking Brake Module

[0168] 144 Protection Line

[0169] 146 Braking signal line

[0170] 148 redundant lines

[0171] 150 Supply connectors

[0172] 152 Control connector

[0173] 154 First Supply Line

[0174] 156 Second Supply Line

[0175] 200 trailers

[0176] 202 Commercial Vehicles

[0177] 300 methods

[0178] FA front axle

[0179] RA rear axle

[0180] pB braking pressure

[0181] pBFA front axle braking pressure

[0182] pBPB Parking Brake Pressure

[0183] pBR Redundancy Pressure

[0184] pBRA Rear Axle Braking Pressure

[0185] pTC trailer control pressure

[0186] pTS trailer supply pressure

[0187] pPC first pilot control pressure

[0188] pS supply pressure

[0189] SFB foot brake signal

[0190] SPB Parking Brake Signal

[0191] SRA rear axle brake signal

[0192] SB electronic brake signal

[0193] Steps S1, S2, S3, etc.

[0194] SS sensor signal

[0195] STB trailer brake control signal.

Claims

1. A trailer control module (1) for an electro-pneumatic braking system (100) for a trailer (200) / trailer combination, the trailer control module (1) comprising: - Supply connector (2), which is used to provide supply pressure (pS). - Trailer supply port (4), which is used to supply trailer supply pressure (pTS) to trailer supply connector (150). - Trailer working port (6), said trailer working port (6) is used to deliver trailer control pressure (pTC) to trailer control connector (152), and - Trailer control valve device (20), which is at least connected to the supply connection (2) and configured to receive the supply pressure (pS) and to provide the trailer control pressure (pTC) to the trailer working port (6). The trailer control valve device (20) mentioned above includes: An electric pneumatic pilot control unit (28) is used to receive an electronic trailer brake signal (STB) and convert the electronic trailer brake signal (STB) into pilot control pressure (pPC). A relay valve unit (30) is configured to receive the supply pressure (pS) and the pilot control pressure (pPC), and to provide the trailer control pressure (pTC) based on the pilot control pressure (pPC). Disconnect valve unit (26), which is configured to switch between a supply state that allows fluid communication between the supply connector (2) and the relay valve unit (30) and a disconnect state that prevents or throttles the fluid communication between the supply connector (2) and the relay valve unit (30). The disconnect valve unit (26) is characterized in that it includes a switching member (54) having a first control surface (62) subjected to a first extrusion force F1 at least defined by the pilot control pressure (pPC) and a second control surface (64) subjected to a second extrusion force F2 that counteracts the first extrusion force F1 and is at least defined by the trailer control pressure (pTC). The first extrusion force F1 and the second extrusion force F2 are balanced in the supply state, and when the second extrusion force F2 drops below a predetermined threshold TB, the switching member (54) switches from the supply state to the disconnect state.

2. The trailer control module (1) according to claim 1 further includes: - Throttling port (10), which is fluidly connected to the disconnect valve unit (26), The disconnect valve unit (26) in the disconnected state throttles the supply pressure (pS) to the relay valve unit (30) through the throttle port (10).

3. The trailer control module (1) according to any one of the preceding claims. in, The disconnect valve unit (26) also has an elastic member (58) configured to apply a holding force to the second control surface (64), the squeezing force F1 being defined by the pilot control pressure (pPC) and the holding force.

4. The trailer control module (1) according to claim 1 or 2. in, The disconnect valve unit (26) has a valve unit housing (56) that at least partially defines a flow path (60) from the supply connector (2) to the relay valve unit (30), and the switching member is movably received in the valve unit housing (56) for switching from the supply state to the disconnect state. The switching member (54) is arranged in the flow path (60) and configured to selectively block the flow path (60) in the disconnected state.

5. The trailer control module (1) according to claim 4. in, The switching member (54) is a piston (55) slidably arranged in the valve unit housing (56), wherein the first control surface (62) is provided by the first end (66) of the piston (55), and the second control surface (64) is provided by the opposite second end (68) of the piston (55). The piston (55) also has a central portion (70) arranged in the flow path (60).

6. The trailer control module (1) according to claim 5. in, The valve unit housing (56) has a valve seat (72), and the central portion (70) has a corresponding valve body (74) configured to abut against the valve seat (72) in the disconnected state.

7. The trailer control module (1) according to claim 4, wherein the valve unit housing (56) has: - Disconnect valve supply port (26.1), which is used to receive supply pressure (pS) from the supply connection (2). - Disconnect valve control port (26.3), which is used to receive the pilot control pressure (pPC) from the electro-pneumatic pilot control unit (28). - Disconnect valve operating port (26.2), which is used to provide supply pressure (pS) to the relay valve unit (30) in the supply state, and - Inspection port (26.4), which is fluidly connected to the trailer working port (6) for receiving the trailer control pressure (pTC).

8. The trailer control module (1) according to claim 4. in, The disconnect valve unit (26) also has an elastic member (58) configured to apply a holding force to the second control surface (64), the squeezing force F1 being defined by the pilot control pressure (pPC) and the holding force. The elastic member (58) is a spring (59), which engages with the corresponding protrusion (76) of the second control surface (64) and the corresponding recess (78) of the valve unit housing (56).

9. The trailer control module (1) according to claim 1 or 2. in, The first control surface (62) is fluid-tightly separated from the second control surface (64) by at least one sealing ring (80, 82, 86).

10. The trailer control module (1) according to claim 1 or 2. in, The electro-pneumatic pilot control unit (28) is configured to communicate with the electronic control unit (120) of the electronic braking system (100) to receive the electronic trailer brake signal (STB).

11. The trailer control module (1) according to claim 10 further includes: - Pressure sensor (29), which is configured to monitor the trailer control pressure (pTC) and provide a pressure signal to the electronic control unit (120).

12. The trailer control module (1) according to claim 1 or 2. in, The electro-pneumatic pilot control unit (28) includes a first electro-pneumatic control valve (42), a second electro-pneumatic control valve (44), and a third electro-pneumatic control valve (48).

13. The trailer control module (1) according to claim 1 or 2 further includes: An electronic trailer control connector (24) is used to receive an electronic braking signal (SB) and provide a corresponding trailer braking signal (STB) at the trailer control valve device (26) so that the trailer control pressure (pTC) can be adjusted.

14. The trailer control module (1) according to claim 1 or 2. in, The trailer control module (1) is a pneumatically controlled trailer control module.

15. The trailer control module (1) according to claim 1 or 2. in, The trailer control module (1) is an electrically controlled trailer control module.

16. The trailer control module (1) according to claim 1, wherein, The trailer (200) / trailer combination is a commercial vehicle combination.

17. The trailer control module (1) according to claim 12, wherein, The first electro-pneumatic control valve (42) is a 2 / 2 inlet valve.

18. The trailer control module (1) according to claim 12, wherein, The second electro-pneumatic control valve (44) is a 2 / 2 outlet valve.

19. The trailer control module (1) according to claim 12, wherein, The third electro-pneumatic control valve (48) is a 3 / 2 standby valve.

20. An electro-pneumatic braking system (100) for a trailer (200) in a trailer / trailer combination, comprising: - At least a first braking circuit (102), the at least first braking circuit (102) includes brake actuators (130a, 130b, 140a, 140b, 140c, 140d) for braking the trailer (200). - One or more compressed air supply sources (112, 118), and - Trailer control circuit (110), the trailer control circuit (110) includes a supply connector (150), a control connector (152) and a trailer control module (1) according to any one of claims 1 to 15.

21. The electro-pneumatic braking system (100) according to claim 20, wherein, The trailer / trailer combination is a commercial vehicle combination.

22. A method for controlling the disconnection function of an electro-pneumatic braking system (100) of a trailer (200) in a trailer / trailer combination, the method comprising the steps of: - Supply pressure (pS) is supplied to the electric pneumatic trailer control valve device (20) of the trailer control module (1) through the supply connector (2); - Receives electronic trailer brake signal (STB) at the electro-pneumatic pilot control unit (28) of the trailer control module (1); - The electronic trailer brake signal (STB) is converted into pilot control pressure (pPC) by the electro-pneumatic pilot control unit (28); - The relay valve unit (30) of the trailer control module (1) provides trailer control pressure (pTC) to the trailer working port (6) of the trailer control module (1) according to the pilot control pressure (pPC); - The supply pressure (pS), the pilot control pressure (pPC) and the trailer control pressure (pTC) are received at the disconnect valve unit (26) of the trailer control module (1). - The disconnect valve unit (26) is switched between a supply state that allows fluid communication between the supply connector (2) and the relay valve unit (30) and a disconnect state that throttles the fluid communication between the supply connector (2) and the relay valve unit (30) by a switching member (54). The switching member (54) is subjected to a first extrusion force F1 defined by the pilot control pressure (pPC) and a second extrusion force F2 that cancels out the fluid communication between the supply connector (2) and the relay valve unit (30) by at least the trailer control pressure (pTC). The first extrusion force F1 and the second extrusion force F2 are balanced in the supply state, and when the second extrusion force F2 drops below a predetermined threshold TB, the switching member (54) switches from the supply state to the disconnect state.

23. The method according to claim 22, wherein, The electro-pneumatic braking system (100) is the electro-pneumatic braking system (100) according to claim 20.

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