Brake value transmitter for electropneumatic and / or electromechanical brake system, electropneumatic and / or electromechanical brake system and vehicle, in particular commercial vehicle

Abstract

The invention relates to a brake value transmitter (100) for an electropneumatic and / or electromechanical brake system (250) of a vehicle (200a), in particular a commercial vehicle (200b), the invention relates to a hydraulic system (100), comprising a displaceably arranged push rod piston (105), a first stroke sensor (106a) for detecting a displacement (160) of the push rod piston and a second stroke sensor (106b) designed in a redundant manner with respect to the first stroke sensor (106a), a signal converter device (150) having two signal converters (155) designed in a redundant manner for reading the detected displacement (160), the brake value transmitter (100) has a pressure chamber (120) and a sensor device (125) for sensing a measured variable (161) dependent on the pressure chamber (120), a displacement (160) of the push rod piston (105) being ascertainable by sensing the measured variable (161).

Description

Field of the Invention

[0001] The present invention relates to a brake value transmitter for an electro-pneumatic and / or electro-mechanical braking system for a vehicle, in particular a commercial vehicle. The present invention also relates to an electro-pneumatic and / or electro-mechanical braking system for a vehicle, in particular a commercial vehicle, and a vehicle, in particular a commercial vehicle. Background Art

[0002] Such a brake value transmitter is configured to control the braking force for braking a vehicle, in particular a commercial vehicle. In an electro-pneumatic braking system, the magnitude of the braking force in two brake circuits can optionally be controlled electronically or pneumatically. The control of the braking force is usually implemented electronically during normal operation and switched to pneumatic control only when a failure occurs in the electronic brake control device. In an electro-mechanical braking system of a motor vehicle, the magnitude of the braking force can optionally be controlled electronically or mechanically. The control of the braking force is usually implemented electronically during normal operation and switched to an alternative electronic control only when a failure occurs in the electronic brake control device.

[0003] In the brake value transmitter, depending on the adjustment stroke or displacement of a pushrod piston in an adjustment connection with the motor vehicle brake pedal, a brake control pressure is adjusted according to a reserve pressure present on the input side, which is introduced as a pilot control pressure into a pneumatic relay valve of the relevant brake circuit and converted there into a braking force acting in the assigned wheel brake cylinder.

[0004] According to the prior art, the displacement is detected here by an electronic stroke sensor. The stroke sensor usually operates non-contact and is inductively or magnetically affected by a ferromagnetic or permanent magnetic signal transmitter directly or indirectly fixed to the pushrod piston. The stroke sensor measures the displacement of the pushrod piston, which is transmitted, for example, in the form of a pulse width modulation signal to an electronic controller of the electronic brake control device. The electronic controller conducts a corresponding control current into an electromagnetic relay valve of the relevant brake circuit and converts it there into a braking force acting in the assigned wheel brake cylinder.

[0005] Compared with the pneumatic control of the brake pressure, the electronic control of the braking force has the following advantages: faster response characteristics to a changed operating position of the brake pedal and more precise quantitative adjustment of the acting braking force.

[0006] By separate independent current supplies and connections to different electronic controllers, the stroke sensors can operate independently of each other, and their sensor signals can be evaluated independently of each other. This enables two stroke sensors to be used redundantly with respect to each other, so that in the event of a failure of one of the two stroke sensors, the sensor data of the other stroke sensor can be used to control the relay valves of one or more brake circuits of the vehicle.

[0007] Such a brake value transmitter is disclosed in DE 10 2019 129 153 A1. DE 10 2019 129 153 A1 discloses a foot brake module of an electro-pneumatic braking system of a motor vehicle, which has at least two pneumatic brake circuits that can be actuated by means of a brake pedal, and which has a pneumatic part including a pneumatic brake control valve and an electrical part including at least one electrical switch and at least one electronic travel sensor, wherein the electrical switch acts non-contactlessly, and in an embodiment of a foot brake module having two travel sensors, these sensors each have an independent current supply and are connected to different electronic controllers.

[0008] DE 101 16 203 A1 discloses a hydraulic vehicle braking system, which has wheel brakes for four wheels distributed on a first and a second axle, a hydraulic external energy source, an electronically controllable working valve assembly arranged between them and the wheel brakes, a brake value transmitter that can be actuated by means of a brake pedal for performing service braking by means of the hydraulic external energy source in the case of using a service brake valve assembly, and a dual-circuit master brake cylinder that can be actuated by means of a brake pedal for performing secondary braking by means of the energy of muscular force.

[0009] DE 10 2014 010 815 A1 discloses an electro-pneumatic regulating valve, in particular an electro-pneumatic dual-circuit brake value transmitter in a compressed air braking system of a vehicle, which is used to regulate the brake pressure corresponding to a desired braking effect in a first brake circuit and a second brake circuit. The electro-pneumatic regulating valve has a first valve system that can be actuated by a pedal and is arranged in the upper housing region and the middle housing region of the regulating valve housing, and a second valve system that can be actuated pneumatically and / or mechanically by the first valve system and is arranged in the lower housing region of the regulating valve housing. Wherein, in the first valve system, a valve piston is arranged in the regulating valve housing and can be axially displaced against the spring force by means of a pushrod piston. Wherein, in a receiving device in the region of the pushrod piston or the valve piston of the first valve system, an electrical switch for recording the start of actuation of the regulating valve and / or a travel sensor for outputting an electrical travel signal to record the actuation travel of the pushrod piston are arranged, and wherein the electrical switch and / or the travel sensor are connected to an electronic and / or electromechanical measuring unit. It is stipulated in this regulating valve that the electronic measuring unit is constructed as a sub-unit depending on the application of an electronically regulated braking system and is arranged in a partially enclosed electronic device housing, and the electronic device housing can be detachably connected to the receiving device.

[0010] For an electro-pneumatic braking system or an electro-mechanical braking system without pneumatic redundancy, the safe operation of the braking system may require a pure-electric brake signal generator or a brake value transmitter, which has improved redundancy. SUMMARY OF THE INVENTION

[0011] The object of the present invention is therefore to expand the prior art and to provide an improved brake value transmitter. In this regard, one embodiment of the present invention can in particular achieve such an object, namely, to provide an electric brake value transmitter with improved redundancy for detecting a brake request or a pedal actuation.

[0012] This object is achieved by a braking value transmitter according to claim 1 and the subject matter of the other independent claims. The dependent claims specify preferred developments of the invention.

[0013] According to the present invention, a brake value transmitter for an electropneumatic and / or electromechanical brake system of a vehicle, in particular a commercial vehicle, is provided. The brake value transmitter comprises: a movably arranged push rod piston, a first travel sensor for detecting the displacement of the push rod piston and a second travel sensor designed redundantly with respect to the first travel sensor, and a signal converter device having two redundantly designed signal converters for reading the detected displacement, wherein the brake value transmitter has a pressure chamber and a sensor device for sensing a measurement variable associated with the pressure chamber, wherein the displacement of the push rod piston can be obtained by sensing the measurement variable.

[0014] Here, the push rod piston or the push rod can be moved when the brake pedal is actuated. The displacement or adjustment stroke of the push rod piston that can be achieved here plays a decisive role in the braking effect to be achieved. In order to be able to reliably determine the braking from the displacement of the push rod piston, the brake value transmitter includes two travel sensors, which are each set up to detect the displacement of the push rod piston and are designed redundantly with each other.

[0015] It has been recognized that such a brake value transmitter should also be used in a brake system without pneumatic redundancy. It is therefore feasible to omit the pneumatic conversion of displacement into braking force by a pneumatic relay valve. Here, the retained mechanical properties of the brake value transmitter can be used for the driver's pedal feel in order to provide feedback or feedback about braking that can be perceived by the driver. By omitting pneumatic redundancy, the safety and reliability of the operation of the brake value transmitter can be improved. Specifically, the brake value transmitter has a sensor device and a pressure chamber. Here, the displacement of the push rod piston can be obtained by sensing a measured variable related to the pressure chamber. In other words, the displacement of the push rod piston causes a change in a measurable variable or measured variable of the pressure chamber. The sensor device is set up to generate a signal dependent on the measured variable, from which the displacement of the push rod piston can be inferred. Therefore, the detection of the sensor device and the measured variable can realize an additional possibility for obtaining the displacement of the push rod piston in addition to the travel sensor.

[0016] Preferably, the sensor device comprises a first pressure sensor for sensing the pressure within the pressure chamber. It has been recognized that a displacement of the ejector piston can cause a change in the pressure within the pressure chamber. In this case, the change in pressure can in particular depend on the amount of the displacement, for example the stroke length. Thus, the change in pressure can provide information about the displacement or the adjustment stroke of the ejector piston. Thus, the first pressure sensor can realize additional and alternative possibilities for determining the displacement of the ejector piston in addition to the stroke sensor.

[0017] In particular, the first pressure sensor can be designed as a PWM (pulse width modulation) pressure sensor, wherein the first pressure sensor can provide the output signal as a pulse width modulated signal. The use of a PWM pressure sensor can support the fulfillment of requirements in terms of functional safety of the corresponding brake system. The use of a PWM pressure sensor can support the fulfillment of the requirements of ISO26262, for example.

[0018] Preferably, the sensor device comprises a second pressure sensor for sensing the pressure within the pressure chamber, which is designed redundantly with respect to the first pressure sensor. In this case, the second pressure sensor is designed similarly to the first pressure sensor. This can further improve the reliability of the pressure sensing. Even if one of the pressure sensors is disturbed, malfunctions and / or fails, the other pressure sensor can still reliably measure the pressure in the pressure chamber due to the redundancy.

[0019] In a preferred embodiment, the second pressure sensor can be designed as a PWM (pulse width modulation) pressure sensor, wherein the second pressure sensor can provide the output signal as a pulse width modulated signal. The use of a PWM pressure sensor can support the fulfillment of requirements in terms of functional safety of the corresponding brake system. The use of a PWM pressure sensor can support the fulfillment of the requirements of ISO26262, for example.

[0020] Preferably, the signal converter device is set up to perform a plausibility check based on the pressure sensed by the first pressure sensor and the displacement detected by the first stroke sensor, and to perform a plausibility check based on the pressure sensed by the second pressure sensor and the displacement detected by the second stroke sensor. Thus, a link between the first pressure sensor and the first stroke sensor and between the second pressure sensor and the second stroke sensor is provided. Thus, a plausibility check can be performed on the displacement of the ejector piston detected by one of the stroke sensors and the displacement determined by the corresponding pressure sensor based on the pressure measurement. Here, one of the stroke sensors can be used for the plausibility check of the corresponding pressure measurement and / or the pressure measurement by one of the pressure sensors can be used for the plausibility check of the displacement detected by the respective stroke sensor. The plausibility check can include checking and / or correcting the detected values.

[0021] Preferably, the signal converter device is configured to perform a plausibility check based on a measurement parameter associated with the pressure chamber and the displacement detected by the travel sensor. It has been recognized here that the measurement parameter can be used to check the displacement detected by these travel sensors and / or by one of these travel sensors. Alternatively or additionally, the sensor device or its mode of operation can be checked based on the displacement detected by these travel sensors and / or by one of these travel sensors.

[0022] Preferably, the volume and / or pressure of the pressure chamber can be reversibly changed depending on the displacement of the pushrod piston. Thus, for example, a change in the volume and pressure of the pressure chamber can be caused by pedal operation. Here, the gas within the pressure chamber transitions from a rest state to a compressed state. After the pedal operation ends, the rest state of the pressure chamber can be restored, where the volume and / or pressure assumes the value it had before the pedal operation. The pressure and / or volume or their changes are measurement parameters that can be effectively and precisely measured. Through the reversible change of the pressure and / or volume and thus the measurement parameter, the displacement of the pushrod piston can be reliably and repeatedly determined by the sensor device.

[0023] Preferably, each travel sensor and the sensor device each have an independent energy supply. Thus, it can be achieved that each travel sensor and the sensor device can operate independently of each other. Here, the energy supply can in particular include electrical lines and / or energy storage devices. Optionally, the sensor device has a plurality of pressure sensors, and each pressure sensor has an independent energy supply. Thus, even if the energy supply of one of the pressure sensors fails, the pressure sensor can still measure the pressure in the pressure chamber.

[0024] Preferably, the brake value transmitter has a housing and a piston displaceable by the displacement of the pushrod piston, and the pressure chamber is formed by the volume defined by the housing and the piston. Thus, the pressure chamber can be directly measurably affected by the displacement of the pushrod piston, because the displacement of the pushrod piston causes the displacement of the piston and thus changes the volume defining the pressure chamber.

[0025] According to one aspect of the invention, there is provided an electro-pneumatic and / or electro-mechanical braking system for a vehicle, in particular a commercial vehicle. The braking system includes the above-described brake value transmitter. The brake value transmitter can have one of the above-described optional and / or advantageous features in order to produce the associated technical effects.

[0026] According to one aspect of the invention, there is provided a vehicle, in particular a commercial vehicle. The vehicle, in particular a commercial vehicle, includes the above-described brake value transmitter and / or the above-described braking system. The brake value transmitter can have one of the above-described optional and / or advantageous features in order to produce the associated technical effects. Description of the Drawings

[0027] Other advantages and features of the present invention and its technical effects are obtained from the description of the accompanying drawings and the preferred embodiments shown therein. Among them:

[0028] Figure 1 Schematic diagram showing a vehicle, in particular a commercial vehicle, according to an embodiment of the present invention;

[0029] Figure 2 Schematic longitudinal sectional view showing a braking value transmitter according to an embodiment of the present invention; and

[0030] Figure 3 Schematic diagram showing a braking value transmitter according to an embodiment of the present invention. Detailed implementation manners

[0031] Figure 1 Schematic diagram showing a vehicle 200a, in particular a commercial vehicle 200b, according to an embodiment of the present invention. The vehicle 200a, in particular the commercial vehicle 200b, is hereinafter referred to as the vehicles 200a, 200b. The vehicles 200a, 200b are land vehicles.

[0032] The vehicles 200a, 200b include an electro-pneumatic and / or electro-mechanical braking system 250. The braking system 250 includes one or more brakes (not shown) for respectively braking the wheels (not shown) of the vehicles 100a, 100b and thus braking the vehicles 200a, 200b. The braking system 250 is configured to apply a braking force to the brakes to brake the vehicles 200a, 200b in order to achieve a braking effect. The braking force corresponds to a braking request in the form of, for example, a driver operating a pedal (i.e., operating a brake pedal).

[0033] The braking system 250 includes a braking value transmitter 100. The braking value transmitter 100 is configured to detect the pedal operation and contribute to converting the pedal operation into a braking force. Such a braking value transmitter 100 refers to Figure 2 and Figure 3 description.

[0034] Figure 2 Schematic longitudinal sectional view showing a braking value transmitter 100 according to an embodiment of the present invention.

[0035] The braking value transmitter 100 is a braking value transmitter for an electro-pneumatic and / or electro-mechanical braking system 250 of the vehicle 200a, in particular a commercial vehicle 200b. Such a braking system 250 and such a vehicle 200a, 200b refer to Figure 1 description.

[0036] According to Figure 2The braking value transmitter 100 includes a tappet piston 105 arranged movably. The tappet piston 105 is rotationally symmetric and is configured to undergo a displacement 160 along axis A, which is indicated by a dashed line with a double arrow. Here, axis A is, for example, the axis of symmetry of the tappet piston 105 and / or the longitudinal axis of the braking value transmitter 100. The displacement 160 of the tappet piston 105 can be caused by pedal actuation, where the displacement 160 is the adjustment stroke of the tappet piston 105 according to the pedal actuation.

[0037] The tappet piston 105 has an engagement portion 107. The engagement portion 107 is configured to act in connection with a first slide member 108. The first slide member 108 is arranged to be movable parallel to axis A. The engagement portion 107 and the first slide member 108 can be, for example, form-fittingly connected to each other, whereby the slide member 108 can be moved by the displacement 160 of the tappet piston 105. The displacement 160 of the tappet piston 105 corresponds to the displacement of the first slide member 108.

[0038] The braking value transmitter 100 has a first stroke sensor 106a for detecting the displacement 160 of the tappet piston 105. The first stroke sensor 106a measures the displacement of the slide member 108 and thus indirectly measures the displacement 160 of the tappet piston 105. The slide member 108 is designed as a signal transmitter for the first stroke sensor 106a. The first stroke sensor 106a acts non-contactingly and is inductively or magnetically influenced by a ferromagnetic or permanent magnetic signal transmitter. The first stroke sensor 106a measures the displacement 160 of the tappet piston 105, which is transmitted, for example, in the form of a pulse-width modulated signal to the signal converter device 150 and / or the electronic controller of the electronic braking control device.

[0039] The braking value transmitter 100 has a second stroke sensor 106b (see Figure 3 ) that is redundantly designed with respect to the first stroke sensor 106a. The braking value transmitter 100 also has a second slide member (not shown) similar to the first slide member 108, which is in operative connection with the engagement portion 107. The second slide member 108 is supported to be movable parallel to axis A. The second stroke sensor 106b measures the displacement of the second slide member and thus indirectly measures the displacement 160 of the tappet piston 105. The second stroke sensor 106b and the second slide member are, for example, arranged in front of or behind the drawing plane according to Figure 2 and are arranged rotated by 90° about axis A with respect to the first slide member 108 and the first stroke sensor 106a.

[0040] The braking value transmitter 100 includes a signal converter device 150 having two redundantly designed signal converters 155 for reading the detected displacement 160. For this purpose, a first voltage converter 155 is connected to a first travel sensor 106a to read the displacement 160 detected by the first travel sensor 106a. A second voltage converter 155 is connected to a second travel sensor 106b to read the displacement 160 detected by the second travel sensor 106b.

[0041] The braking value transmitter includes a piston 115 displaceable by the displacement 160 of the pushrod piston 105. The displacement 160 of the pushrod piston 105 along axis A effects the displacement of the piston 115 along axis A. Here, the displacement 160 of the pushrod piston 105 causes the compression of a first spring 117, which in turn causes a restoring force acting on the pushrod piston 105. The displacement of the piston 115 causes the compression of a second spring 118, which in turn causes a restoring force acting on the piston 115 and indirectly acts on the pushrod piston 105 via the first spring 117. Through the cooperation of the first spring 117 and the second spring 118 or the forces acting on the pushrod piston 105, the driver of the vehicles 200a, 200b can obtain feedback corresponding to the pedal actuation and / or the braking effect.

[0042] The braking value transmitter 100 includes a pressure chamber 120. The pressure chamber 120 is formed by a volume V defined by the housing 110 and the piston 115. To achieve and / or improve the sealing of the pressure chamber 120, the braking value transmitter 100 includes a seal 116, which is arranged in a recess 119 of the piston 115 and between the piston 115 and the housing 110 and prevents the air flow from flowing out of the pressure chamber 120.

[0043] The pressure chamber has a volume V and a gas at a pressure p. The volume V and the pressure p of the pressure chamber 120 can vary reversibly depending on the displacement 160 of the pushrod piston 105. By pedal actuation, the volume V of the pressure chamber 120 is reduced relative to the rest state without pedal actuation by the displacement of the piston 115 along axis A. Here, the pressure p within the pressure chamber 120 increases compared to the rest state. By the restoring force or elastic force acting on the pushrod piston 105, the pushrod piston 105 can be displaced into the rest position after the pedal actuation. The restoring force acting on the pushrod piston 105 is obtained from the first spring 117, the second spring 118, and the extrusion force generated by the pressure p within the pressure chamber 120. Here, the piston 115 is displaced into the rest position, and the volume V and the pressure p of the pressure chamber 120 assume their initial or rest values, i.e., the values taken in the absence of pedal actuation and thus without displacement of the piston 115 or displacement 160 of the pushrod piston 150.

[0044] The braking value transmitter 100 includes a sensor device 125 for sensing a measurement parameter 161 associated with the pressure chamber 120. Here, the displacement 160 of the pushrod piston 105 can be determined by sensing the measurement parameter 161. The signal converter device 150 is configured to perform a plausibility check based on the measurement parameter 161 associated with the pressure chamber 120 and the displacement 160 detected by the travel sensor 106.

[0045] The sensor device 125 includes a first pressure sensor 126a for sensing the pressure p within the pressure chamber 120. The sensor device 125 includes a second pressure sensor 126b for sensing the pressure p within the pressure chamber 120, which is designed redundantly with respect to the first pressure sensor 126a (see Figure 3 ). Here, the measurement parameter 161 is the pressure p. The pressure p or the measurement parameter 161 is measured redundantly by the first pressure sensor 126a and the second pressure sensor 126b.

[0046] The signal converter device 150 is configured to perform a plausibility check based on the pressure p sensed by the first pressure sensor 126a and the displacement 160 detected by the first travel sensor 106a, and to perform a plausibility check based on the pressure p sensed by the second pressure sensor 126b and the displacement 160 detected by the second travel sensor 106b. To increase safety and enable a plausibility check, the pressure sensors 126a, 126b are installed in the pressure chamber 120 below the piston 115.

[0047] Each of the travel sensors 106 and the sensor device 125, or the first pressure sensor 126 and the second pressure sensor 126b, has independent power supplies 170a, 170b (see Figure 3 ).

[0048] In an alternative embodiment (not shown), the sensor device 125 may include a force sensor for detecting the force transmitted through the piston 115. Here, the force exhibits the displacement 160 of the pushrod piston 105 through the springs 117, 118. Alternatively or additionally, the sensor device 125 may be configured for capacitive measurement to detect the displacement of the piston 115. Alternatively or additionally, the sensor device 125 may be configured for optical measurement of the displacement of the piston 115. Here, the pressure chamber 120 may be connected to the environment of the braking value transmitter 100, for example, through a diaphragm (not shown), so that the geometric shape requirements of the housing 110 can be coordinated with the sensor device 125.

[0049] Figure 3 A schematic view of a braking value transmitter 100 according to an embodiment of the present invention is shown. According to Figure 3 of the braking value transmitter 100 Figure 2Description.

[0050] The braking value transmitter 100 includes two mutually independent, i.e., redundant, power supply units 170a, 170b. Each of the power supply units 170a, 170b is connected to a voltage converter 171 via mutually independent electrical lines to supply electrical energy. The voltage converter is connected to the signal converter device 150 via a safety control unit 172. Thus, electrical energy can be loaded onto the signal converter device 150 to operate the signal converter device 150.

[0051] The signal converter device 150 is communicatively connected to a first system bus 175a, a second system bus 175b, a first vehicle bus 175c, and a second vehicle bus 175d.

[0052] The signal converter device 150 is connected to the controllers of the braking system 250 via the first system bus 175a and via the second system bus 175b, respectively. For this purpose, the first system bus 175a and the second system bus 175b can each be, for example, a LIN bus. The first system bus 175a and the second system bus 175b are, for example, the buses of the braking system 250.

[0053] The signal converter device 150 is connected to the controllers of the vehicles 100a, 100b via the first vehicle bus 175c and via the second vehicle bus 175d, respectively. For this purpose, the first vehicle bus 175b and the second vehicle bus 175d can each be, for example, a CAN bus.

[0054] The braking value transmitter 100 includes a monitoring device 173 communicatively connected to the signal converter device 150 for monitoring the function of the signal converter device 150.

[0055] The braking value transmitter 100 includes a switching device 177 for switching the operating state of the voltage converter 171. For this purpose, the switching device 177 can be loaded with signals from the signal converter device 150, the first vehicle bus 175c, the second vehicle bus 175d, and / or the sensor device 125. For this purpose, the switching device 177 is communicatively connected to the signal converter device 150 and the sensor device 125.

[0056] The braking value transmitter 100 has a memory 176, such as an EEPROM, for storing and providing data available for the function of the braking value transmitter 100 and especially for the signal converter device 150.

[0057] The signal converter device 150 is communicatively connected to the stroke sensors 106a, 106b for reading the displacement 160 of the pushrod piston 105 detected by the stroke sensors 106a, 106b. The connections between the energy supply units 170a, 170b and the stroke sensors 106a, 106b are provided via the signal converter device 150. Thus, the electrical energy supply of the stroke sensors 106a, 106b is centrally realized via the signal converter device 150. For this purpose, the signal converter device 150 can have a redundant line guidance and / or a voltage converter (not shown). The first stroke sensor 106a can be connected to the first energy supply unit 170a for supplying electrical energy, and the second stroke sensor 106b can be connected to the first energy supply unit 170b for supplying electrical energy.

[0058] The signal converter device 150 is communicatively connected to the sensor device 125 for reading the measured variable 161 sensed by the sensor device 125. Here, the sensor device 125 includes a first pressure sensor 126a and a second pressure sensor 126b. The connections between the energy supply units 170a, 170b and the pressure sensors 126a, 126b are Figure 3 not shown. The first pressure sensor 170a can be connected to the first energy supply unit 170a or an unshown third energy supply unit for supplying electrical energy, and the second pressure sensor 126b can be connected to the second energy supply unit 170b or an unshown fourth energy supply unit for supplying electrical energy. Here, the third energy supply unit and the fourth energy supply unit can be designed redundantly with respect to each other, or can be designed redundantly with respect to the first energy supply unit 170a and with respect to the second energy supply unit 170b.

[0059] Reference signs (part of the description)

[0060] 100 Brake value transmitter

[0061] 105 Pushrod piston

[0062] 106a Stroke sensor

[0063] 106b Stroke sensor

[0064] 107 Engagement part

[0065] 108 Slide

[0066] 110 Housing

[0067] 115 Piston

[0068] 116 Seal

[0069] 117 First spring

[0070] 118 Second spring

[0071] 119 recess

[0072] 120 pressure chamber

[0073] 125 sensor device

[0074] 126a first pressure sensor

[0075] 126b second pressure sensor

[0076] 150 signal converter device

[0077] 155 signal converter

[0078] 160 displacement

[0079] 161 measurement parameter

[0080] 162 shift

[0081] 170a energy supply unit

[0082] 170b energy supply unit

[0083] 171 voltage converter

[0084] 172 safety control unit

[0085] 173 monitoring device

[0086] 175a system bus

[0087] 175b system bus

[0088] 175c vehicle bus

[0089] 175d vehicle bus

[0090] 176 memory

[0091] 177 switching device

[0092] 200a vehicle

[0093] 200b commercial vehicle

[0094] 250 braking system

[0095] Axis A

[0096] p pressure

[0097] V volume

Claims

1. A brake value transmitter (100) for an electro-pneumatic and / or electro-mechanical braking system (250) of a vehicle (200a), in particular a commercial vehicle (200b), the brake value transmitter comprising: - a pushrod piston (105) arranged movably, - a first stroke sensor (106a) for detecting the displacement (160) of the pushrod piston (105) and a second stroke sensor (106b) redundantly designed relative to the first stroke sensor (106a), - a signal converter device (150) having two redundantly designed signal converters (155) for reading the detected displacement (160), characterized in that - the brake value transmitter (100) has a pressure chamber (120) and a sensor device (125) for sensing a measurement parameter (161) associated with the pressure chamber (120), wherein the displacement (160) of the pushrod piston (105) can be determined by sensing the measurement parameter (161).

2. The brake value transmitter (100) according to claim 1, wherein the sensor device (125) includes a first pressure sensor (126a) for sensing the pressure (p) within the pressure chamber (120).

3. The brake value transmitter (100) according to claim 2, wherein the sensor device (125) includes a second pressure sensor (126b) redundantly designed relative to the first pressure sensor (126a) for sensing the pressure (p) within the pressure chamber (120).

4. The brake value transmitter according to claim 3, wherein the signal converter device (150) is configured to perform a plausibility check based on the pressure (p) sensed by the first pressure sensor (126a) and the displacement (160) detected by the first stroke sensor (106a), and to perform a plausibility check based on the pressure (p) sensed by the second pressure sensor (126b) and the displacement (160) detected by the second stroke sensor (106b).

5. The brake value transmitter (100) according to any one of the preceding claims, wherein the signal converter device (150) is configured to perform a plausibility check based on the measurement parameter (161) associated with the pressure chamber (120) and the displacement (160) detected by the stroke sensor (106).

6. The brake value transmitter (100) according to any one of the preceding claims, wherein the volume (V) and / or the pressure (p) of the pressure chamber (120) can vary reversibly depending on the displacement (160) of the pushrod piston (105).

7. The brake value transmitter (100) according to any one of the preceding claims, wherein each of the stroke sensors (106) and the sensor device (125) has an independent energy supply (170a, 170b).

8. The brake value transmitter (100) according to any one of the preceding claims, wherein The braking value transmitter has a housing (110) and a piston (115) which can be displaced by the displacement (160) of the pushrod piston (105), and the pressure chamber (120) is formed by the volume (V) defined by the housing (110) and the piston (115).

9. An electro-pneumatic and / or electro-mechanical braking system (250) for a vehicle (200a), in particular a commercial vehicle (200b), the braking system comprising a braking value transmitter (100) according to any one of the preceding claims.

10. A vehicle (200a), in particular a commercial vehicle (200b), the vehicle comprising a braking value transmitter (100) according to any one of claims 1 to 8 and / or a braking system (250) according to claim 9.

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