Method for operating a valve assembly to activate an electronically controlled pneumatic parking brake function in a resting state

Abstract

A method (300) for operating a valve assembly (100) for activating a parking brake function (251) for an electro-pneumatic parking brake system (250) of a vehicle (200a), particularly a commercial vehicle (200b), in a stationary state (56), wherein the valve assembly (100) includes an exhaust valve assembly (110) and a pre-control assembly (115) controllable according to a pre-control signal (126), and the valve assembly (100) can be switched to a noise-reducing first exhaust mode (M1) or a rapid exhaust mode according to a switching signal (125). The second exhaust mode (M2) of the exhaust, wherein the method (300) includes: acquiring (310) trigger information (252); determining (320) the switching signal (125) and the pre-control signal (126) for the first exhaust mode (M1) based on the trigger information (252); and outputting the switching signal (125) to the exhaust valve assembly (110) and outputting the pre-control signal (126) to the pre-control assembly (115) for the first exhaust mode (M1).

Description

Technical Field

[0001] This disclosure relates to a method for operating a valve assembly to activate the parking brake function of an electro-pneumatic parking brake system for a vehicle, particularly a commercial vehicle, in a stationary state. This disclosure also relates to a computer program and / or a computer-readable medium, a controller for an electro-pneumatic parking brake system for a vehicle, particularly a commercial vehicle, an electro-pneumatic parking brake system for a vehicle, particularly a commercial vehicle, including the controller, and a vehicle, particularly a commercial vehicle. Background Technology

[0002] With the increasing electrification of powertrain systems, reducing noise emissions has become increasingly important for modern vehicles, especially those that are partially or fully electric. This is particularly true when the vehicle is stationary, as running noise is usually negligible, making the vehicle's own noise particularly noticeable.

[0003] Noise sources can include pneumatic systems, and especially electro-pneumatic braking systems. Such systems contain compressed air tanks and / or compressors that supply air pressure to the intake valve. The intake valve is connected to the working chamber of a pneumatic actuator, which releases airflow through an exhaust valve during and / or after operation. Noise can be generated, particularly during exhaust or depressurization through the exhaust valve. While exhaust can be throttled, throttling can affect actuator operation.

[0004] For example, when the parking brake function is activated, i.e., when the parking brake is engaged, the electro-pneumatic parking brake system may produce relatively loud noise.

[0005] As of the filing date of this disclosure, unpublished patent application DE 10 2023 104 841.4 describes a valve assembly for a pneumatic system in a vehicle, particularly a commercial vehicle, comprising: an exhaust valve assembly for venting the pneumatic system; and a controller for operating the valve assembly to inflate and vent a pneumatic actuator, wherein the controller is configured to output a switching signal to the exhaust valve assembly for switching the exhaust valve assembly, and the exhaust valve assembly is switchable to a noise-reducing first exhaust mode or a rapid exhaust second exhaust mode according to the switching signal. Summary of the Invention

[0006] Therefore, the purpose of this disclosure is to enrich the prior art. One embodiment solves the technical problem of reducing noise emissions during the exhaust process when engaging a pneumatic parking brake.

[0007] This technical problem is solved by the method described in claim 1 and the subject matter described in the other independent claims. The dependent claims show preferred improvements of this disclosure.

[0008] According to one aspect of this disclosure, a method for operating a valve assembly is provided for activating a parking brake function for an electro-pneumatic parking brake system of a vehicle, particularly a commercial vehicle, in a stationary state. The valve assembly includes an exhaust valve assembly and a pre-control component controllable according to a pre-control signal. The valve assembly is switchable to a noise-reducing first exhaust mode or a rapid exhaust second exhaust mode according to a switching signal. The method includes: acquiring trigger information; determining the switching signal and the pre-control signal for the first exhaust mode based on the trigger information; and outputting the switching signal to the exhaust valve assembly and the pre-control signal to the pre-control component for the first exhaust mode.

[0009] This disclosure is based on the fact that noise reduction measures taken in exhaust valve assemblies or exhaust components typically result in a reduction or limitation of the exhaust gradient. Therefore, exhaust is suppressed. However, since a high exhaust gradient, i.e., rapid exhaust, is not always absolutely necessary, the design allows for switching exhaust modes based on a switching signal, enabling the exhaust valve assembly to operate with noise reduction in a first exhaust mode or with rapid exhaust in a second exhaust mode.

[0010] In other words, this disclosure provides selective venting for an electro-pneumatic parking brake system, i.e., venting in a noise-reducing first venting mode or a rapid venting second venting mode. During this process, activation of the parking brake function, i.e., engagement of the parking brake, particularly when the vehicle, especially a commercial vehicle, is stationary, is performed in a noise-reducing, time-optimized, or gradient-optimized manner based on trigger information. Furthermore, to operate the pre-controller in the first venting mode, a pre-control signal can be determined based on the trigger information. A switching signal can be output to the venting valve assembly to perform the venting operation in either the first or second venting mode, wherein, during venting in the first venting mode, a pre-control signal can also be output to the pre-control assembly. In the second venting mode, the pre-control signal may not be necessary.

[0011] This enables the operation of an electro-pneumatic parking brake system configured to switch between noise-reducing exhaust and rapid or gradient-optimized exhaust. Activation of the corresponding mode is accomplished by a switching signal output from the controller, which can be determined based on trigger information. The trigger information may reflect the corresponding vehicle condition and / or the urgency or criticality of the exhaust operation, thereby initiating exhaust accordingly through the exhaust valve assembly.

[0012] Optionally, the pre-control signal has an exhaust profile that depends on pressure and / or time. In this case, when the parking brake function is activated, in the noise-reduced first exhaust mode, the pre-control component can modulate the pre-control pressure through the pre-selected exhaust profile to exhaust the parking brake system, rather than achieving exhaust as quickly as possible by simply switching the exhaust valve. Here, the exhaust profile can limit the control of the pre-control valve based on pressure and / or time. The exhaust profile can be time-constant. Alternatively or supplementarily, the pre-control signal is configured to regulate a predetermined flow rate. For this purpose, the pre-control signal can define an exhaust cross-section that is particularly dependent on pressure for exhaust. The exhaust cross-section of a valve in the valve assembly determines the flow rate that can be output from the parking brake system, and therefore this flow rate is adjustable.

[0013] Optionally, the method includes: acquiring parameters related to the vehicle and / or environment; and adjusting the pre-control signal based on these parameters. In this way, in particular, the exhaust curve can be parameterized to adapt to the corresponding vehicle configuration and / or driving conditions. Furthermore, the exhaust curve may also be affected by environmental conditions, such as uphill or downhill slopes at the planned parking location. Based on these parameters, the extent to which noise reduction is needed and / or the parking brake function can be activated as quickly as possible.

[0014] Optionally, the pre-control signal is configured to control the flow rate of the pre-control component to be less at higher pressures than at lower pressures. In this case, when the spring accumulator is at a higher pressure, venting can begin with a relatively small flow rate or a correspondingly smaller venting cross-section. Conversely, as the pressure within the spring accumulator decreases, a larger flow rate or a correspondingly larger venting cross-section can be used. Since noise emissions particularly originate from the flow rate at relatively higher pressures, this design is particularly effective in reducing noise.

[0015] Optionally, the pre-control signal defines the pulse drive of the pre-control component. Specifically, for the noise-reducing first exhaust mode, the pre-control signal can define the pulse drive of the pre-control component. Pulse drive refers to time-modulated, alternating, and / or periodic actuation of the pre-control component. During this process, the exhaust cross-section can change over time according to the actuation conditions, particularly alternating between increasing and decreasing. Pulse drive allows for a balance between noise reduction and the exhaust requirements of the parking brake system. To this end, the valve assembly can optionally be configured to: fully open the exhaust passage in the second exhaust mode, and / or partially, intermittently, and / or pulse-like open the exhaust passage in the first exhaust mode.

[0016] Optionally, the method includes: outputting a service brake signal to operate the electro-pneumatic service brake system within a limited time. In this process, it was found that, particularly in the noise-reducing first exhaust mode, when activating the parking brake function, the service brake can be simultaneously actuated first to achieve a transition from a parking brake failure or parking brake release state to a parking brake activation or parking brake engagement state. This allows the vehicle to be safely maintained even if the transition or engagement time may be prolonged due to exhaust in the first exhaust mode after receiving a request to activate the parking brake function, while also reducing noise emissions.

[0017] Optionally, the acquisition of the trigger information may include user input. In this case, the user or vehicle driver may input user commands via operating elements or a user interface. This user input serves as an example of the trigger information, enabling switching between a noise-reducing first exhaust mode and a rapid exhaust second exhaust mode.

[0018] Alternatively, the parking brake function can be activated via a binary request signal. In this case, it has been confirmed that the parking brake function should generally be activated to keep the vehicle stationary. Therefore, the binary request signal for activating and / or deactivating the parking brake is sufficient to explicitly request the operation of the parking brake system.

[0019] According to one aspect of this disclosure, a computer program and / or computer-readable medium are provided. The computer program and / or computer-readable medium contains instructions that, when executed by a controller, cause the controller to perform the methods and / or steps described in this disclosure. Optionally, the computer program and / or computer-readable medium contains instructions that, when executed by a controller, cause the controller to perform method steps described as beneficial or optional to achieve related technical effects.

[0020] According to one aspect of this disclosure, a controller is provided for an electro-pneumatic parking brake system for vehicles, particularly commercial vehicles. The controller includes a valve assembly comprising an exhaust valve group and a pre-control component controllable according to a pre-control signal. The valve assembly is switchable according to a switching signal to either a noise-reducing first exhaust mode or a rapid exhaust second exhaust mode. The controller is configured to perform the aforementioned method. Optionally, the controller is configured to implement one or more features related to the method and described as optional and / or beneficial to achieve relevant technical effects.

[0021] According to one aspect of this disclosure, an electro-pneumatic parking brake system for a vehicle, particularly a commercial vehicle, is provided. The vehicle, particularly the commercial vehicle, includes the aforementioned controller and a valve assembly. The valve assembly comprises an exhaust valve assembly and a pre-control component controllable according to a pre-control signal. The valve assembly can switch to a noise-reducing first exhaust mode or a rapid exhaust second exhaust mode according to a switching signal. Optionally, the electro-pneumatic parking brake system is configured to implement one or more features related to the method and described as optional and / or beneficial, to achieve the relevant technical effects.

[0022] According to one aspect of this disclosure, a vehicle, particularly a commercial vehicle, is provided that includes the aforementioned controller and / or the aforementioned electro-pneumatic parking brake system. Optionally, the vehicle, particularly the commercial vehicle, is configured to implement one or more features related to the method and described as optional and / or beneficial, to achieve the relevant technical effects. Attached Figure Description

[0023] Other advantages and features of this disclosure, and their technical effects, can be seen from the accompanying drawings and the description of the preferred embodiments shown in the drawings. Wherein:

[0024] Figure 1 A schematic diagram of a vehicle, particularly a commercial vehicle, according to one aspect of this disclosure is shown;

[0025] Figure 2 A schematic diagram of a valve assembly of an electro-pneumatic parking brake system according to one aspect of this disclosure is shown;

[0026] Figure 3 A flowchart illustrating a method according to one aspect of this disclosure is shown; and

[0027] Figure 4 A schematic diagram of a computer-readable medium according to one aspect of this disclosure is shown. Detailed Implementation

[0028] Figure 1 A schematic diagram of a vehicle 200a, particularly a commercial vehicle 200b, according to one aspect of this disclosure is shown. Hereinafter, the vehicle 200a, particularly the commercial vehicle 200b, will be collectively referred to as vehicles 200a and 200b. The vehicles 200a and 200b are land vehicles, particularly tractors of multi-section vehicles 200a and 200b. In another embodiment, the vehicles 200a and 200b may be single-section vehicles 200a and 200b and / or trailers (not shown).

[0029] according to Figure 1 Vehicles 200a and 200b are configured to execute reference Figure 3 Method 300 is described. Therefore, according to... Figure 1 Vehicles 200a and 200b have a controller 220 (see...) Figure 2 The controller 220 and the valve assembly 100 are part of an electro-pneumatic parking brake system 250. The description of the controller 220 and the valve assembly 100 also refers to... Figure 2 conduct.

[0030] according to Figure 1 Vehicles 200a and 200b have an electronically controlled pneumatic service brake system 250a and a brake value sensor 234. The brake value sensor 234 may include, for example, a brake pedal with a valve body base, to convert a braking request from the driver into a signal for operating the electronically controlled pneumatic service brake system 250a and / or to convert a braking request from the automatic driving function 230 into a signal for operating the electronically controlled pneumatic brake system 250a. The brake value sensor 234 is connected to a controller 220 via communication technology to transmit braking requests to the controller 220.

[0031] The vehicles 200a and 200b each have a front axle modulator 215. The front axle modulator 215 (FAM) is configured to operate the electronically controlled pneumatic service brake system 250a and the corresponding exhaust valve assembly 110, including components related to the front axle of the vehicles 200a and 200b. The front axle modulator 215 is connected via communication technology to a brake value sensor 234 and a controller 220 to receive brake signals corresponding to braking requests.

[0032] The vehicles 200a and 200b have a rear axle modulator 216 (RAM) and a parking brake module 217, wherein the controller 220 is configured as the rear axle modulator 216. The rear axle modulator 216 is configured to operate the components of the service braking system 250a related to the rear axle of the vehicles 200a and 200b. The parking brake module 217 is configured to operate the electro-pneumatic parking brake system 250. The parking brake module 217 is connected to the brake value sensor 234 via the controller 220 to receive signals corresponding to braking requests, thereby actuating the service braking system 250a.

[0033] The parking brake module 217 is configured to control the parking brake function 251 of the parking brake system 250. Specifically, the parking brake module 217 is configured to activate the parking brake function 251 of the parking brake system or engage the parking brake, particularly when the vehicles 200a and 200b are stationary 256. The parking brake function 251 ensures that the vehicles 200a and 200b are stationary 256.

[0034] The front axle adjuster 215 and the parking brake module 217 are connected to the controller 220 or the rear axle adjuster 216 via communication and are configured to sense the pressures P, P+, and P- associated with the braking system 250' and transmit them to the controller 220.

[0035] To actuate the parking brake system 250 and control the parking brake function 251, vehicles 200a and 200b have a parking brake switch 235. The parking brake switch 235 is a user interface through which the user and / or driver of vehicles 200a and 200b can input user information 235 to actuate the parking brake system 250. The user input 235 may also include trigger information 252 for actuating the parking brake system 250. The parking brake switch 235 and controller 220 or rear axle adjuster 216 are connected via communication technology to the rear axle adjuster 216 to transmit the user input 235 or trigger information 252 to the parking brake module 217. In another embodiment (not shown), the parking brake switch 235 is directly connected to controller 220 via communication technology to transmit the user input 235 or trigger information 252 to controller 220.

[0036] The vehicles 200a and 200b include two compressed air reservoirs 210. Each compressed air reservoir 210 is configured to provide compressed air for operating the parking brake system 250 and the service brake system 250a. Therefore, each compressed air reservoir 210 is configured to compress and / or store compressed air. The compressed air reservoir 210 is pneumatically connected to the actuator 205 via a front axle adjuster 215, a rear axle adjuster 216, and / or a parking brake module 217.

[0037] The vehicles 200a and 200b, or the parking brake system 250 and the service brake system 250a, have a plurality of actuators 205. Each actuator 205 can apply air from a compressed air reservoir 210, thereby inflating it to produce a braking effect. For controlling the inflation, the valve assembly 100 has an intake valve (not shown).

[0038] Valve assembly 100 includes vent valve assembly 110. Vent valve assembly 110 is configured to vent air from the working chamber (not labeled) of one of the actuators 205, thereby venting air from the parking brake system 250 or the service brake system 250a. Therefore, valve assembly 100 is configured to charge and vent air from the working chamber of actuator 205.

[0039] Controller 220 is configured to acquire trigger information 252 or user input 254 and process it to control parking brake function 251. For this purpose, controller 220 can communicate with rear axle adjuster 216 via vehicle bus 232, as shown by the dashed line in the figure. Parking brake function 251 can be activated via binary request signal 255. Therefore, binary request signal 255 defines whether parking brake function 251 is activated or deactivated. Request signal 255 relates to user input 254 or automatic driving function 230, and may contain trigger information 252. Automatic driving function 230 or signals related to automatic driving function can be transmitted to controller 220 and / or rear axle adjuster 216 via vehicle bus 232.

[0040] Controller 220 is configured to acquire parameters 253 related to the vehicle and / or environment. For this purpose, vehicles 200a and 200b have sensors (not shown) for acquiring one or more such parameters 253. These sensors are connected to controller 220 via vehicle bus 233 to transmit parameters 253 to controller 220 and / or transmit sensor data to controller 220, so that parameters 253 can be determined through data processing. Such parameters 253 include, for example, the tilt angle of vehicles 200a and 200b. For this purpose, vehicles 200a and 200b have tilt sensors or position sensors (not shown) configured to detect tilt angle and transmit it to controller 220.

[0041] The controller 220 is configured to determine a switching signal 125 based on trigger information 252. The exhaust valve assembly 110 can switch to either a noise-reducing first exhaust mode M1 or a rapid exhaust mode M2 ​​based on the switching signal 125. The controller 220 is configured to output the switching signal 125 based on parameters 253 related to the vehicle and / or environment. Therefore, based on the switching signal 120, the exhaust valve assembly 110 can switch to either the first exhaust mode M1 or the second exhaust mode M2, wherein the transition between the two modes is feasible.

[0042] The controller 220 is configured to determine a pre-control signal 126 for the first exhaust mode M1 based on trigger information 252. Based on the pre-control signal 126, exhaust can be controlled via the exhaust valve assembly 110 in the first exhaust mode M1. The pre-control signal 126 defines the operating mode of the exhaust valve assembly 110 in the first exhaust mode M1.

[0043] The pre-control signal 126 has an exhaust curve 127 that depends on pressure P and / or time t. The exhaust curve 127 thus determines the exhaust cross-section of the exhaust passage 129 of the valve assembly 100 (see also...). Figure 2The exhaust cross-section of exhaust passage 129 here defines the flow rate JV that can be output through exhaust passage 129. Therefore, the exhaust cross-section of exhaust passage 129 defines the exhaust process, particularly of parking brake system 250, and thus also limits the noise emissions generated by the exhaust of parking brake system 250. Pre-control signal 126 is configured to control the flow rate JV of pre-control component 115 to be less than the flow rate at lower pressure P- under higher pressure P+ (see...). Figure 2 The flow rate JV can be measured, and the pre-control signal 126 can be configured to adjust to a predetermined flow rate JV. This predetermined flow rate JV can be determined based on expected noise emissions and can optionally vary over time.

[0044] The pre-control signal 126 defines the pulse drive of the pre-control component 115. This limits the pulse variation of the exhaust cross-section of the exhaust passage 129 to achieve moderate flow rate JV and corresponding noise emissions. For this purpose, the pulse drive can limit the intermittent, for example, alternating full or partial opening and closing of the exhaust passage 129.

[0045] The controller 220 is configured to adjust the pre-control signal 126 according to parameter 253.

[0046] Controller 220 is configured to output a switching signal 125 to exhaust valve assembly 110. Furthermore, controller 220 is also configured to output a pre-control signal 126 to pre-control assembly 115 in the first exhaust mode M1. For this purpose, controller 220 can transmit the switching signal 125, the pre-control signal 126, and the exhaust curve 127 to rear axle regulator 216, which controls exhaust valve assembly 110 accordingly.

[0047] The controller 220 is configured to output a service brake signal 128 to operate the electro-pneumatic service brake system 250a for a limited time. Therefore, the parking brake system 250 can send a request to the service brake system 250a to activate the parking brake function 251 via the service brake system 250a to achieve pressure control. During this process, the pressure P controlled by the service brake system 250a can be parameterized to adapt to the corresponding vehicle configuration and / or environmental conditions. Furthermore, as the pressure P of the parking brake system 250 decreases, the pressure P of the service brake system 250a can also decrease accordingly, the degree of decrease depending on the pressure P of the parking brake system 250 or the resulting parking braking force.

[0048] For example, the parking brake switch 235 can be configured as a parking brake operation button or a parking brake rocker. As an example of user input 235 or trigger information 252, a brief operation of the parking brake switch 235 is detected as a trigger for noise-optimized engagement of the parking brake, i.e., activating the parking brake function 251 of the parking brake system 250 in the first exhaust mode M1. A longer duration and / or continuous operation of the parking brake switch 235 is detected as a trigger for gradient-optimized or time-optimized engagement of the parking brake, i.e., activating the parking brake function 251 of the parking brake system 250 in the second exhaust mode M2. Alternatively or supplementarily, gradient-optimized or time-optimized engagement of the parking brake may also occur only during continuous operation of the parking brake switch 235, and return to the noise-optimized operating mode when the parking brake switch 235 is released. Continuous operation, for example, occurs after a parameterized waiting time of approximately 1 second.

[0049] Valve assemblies 100 all include exhaust valve devices 110, specifically one exhaust valve device 110 for each wheel brake. Each exhaust valve assembly 110 has an ABS valve 206 as a quick exhaust valve for each actuator 205. Each ABS valve 206 is connected to one actuator 205. Each actuator 205 is configured to brake one wheel 201 or a pair of wheels 201 of vehicles 200a, 200b. The ABS valve 206 is configured to operate as a backup in a second exhaust mode M2. Vehicles 200a, 200b include two mufflers (not shown), and the ABS valve 206 is configured to exhaust through the mufflers in a first exhaust mode M1.

[0050] The vehicles 200a and 200b each have a wheel speed sensor 202 connected to the controller 220 via communication technology. Each wheel speed sensor 202 is configured to detect speed or rotational speed from one or more wheels 201 and transmit it to the controller 220. The controller 220 can process the detected speed or rotational speed and activate the autonomous driving function 230 accordingly.

[0051] To provide electrical energy to the electro-pneumatic parking brake system 250 and the electro-pneumatic service brake system 250a, vehicles 200a and 200b have a power source 233. This power source 233 is, for example, an electrochemical energy storage device and is electronically connected to a controller 220. The controller 220 can provide electrical energy to the components of the parking brake system 250 and the service brake system 250a.

[0052] The vehicles 200a and 200b each have a trailer control module 221. This trailer control module 221 is configured to connect the vehicles 200a and 200b to a trailer (not shown) via communication technology. The trailer control module 221 is connected to a controller 220 via communication technology. The controller 220 can transmit braking-related information, such as braking requests and / or signals for controlling the trailer's lighting equipment, to the trailer control module 221, or through the trailer control module 221 to the trailer.

[0053] Figure 2 A schematic diagram of a valve assembly 100 of an electro-pneumatic parking brake system 250 according to one aspect of this disclosure is shown. This type of parking brake system 250 and this type of valve assembly 100 are combined... Figure 1 It has been described. Figure 2 Description reference Figure 1 conduct.

[0054] The figure only schematically shows valve assembly 100, which includes valve control module 222 and exhaust valve assembly 110. For example, valve control module 222 is connected to controller 220 and / or rear axle regulator 216 via communication to control switching signal 125, pre-control signal 126 and exhaust curve 127, thereby controlling valve assembly or exhaust valve assembly 110.

[0055] Valve assembly 100 can be pneumatically supplied with compressed air via compressed air inlet 260. Compressed air inlet 260 is configured to supply air from compressed air reservoir 210 to the working chamber of actuator 205, thereby priming it. For this purpose, valve assembly 100 has a main interface 265, which is pneumatically connected to actuator 205.

[0056] Valve assembly 100 or exhaust valve device 110 has an exhaust passage 129. Valve assembly 100 is configured to fully open exhaust passage 129 in a second exhaust mode M2, and / or partially, intermittently, and / or pulse-likely open exhaust passage 129 in a first exhaust mode M1. Full opening of exhaust passage 129 means providing the maximum exhaust cross-section. At this time, the flow rate JV and the resulting noise emissions are both at their maximum values. Partially opening exhaust passage 129 means providing a reduced exhaust cross-section. At this time, the flow rate JV and the resulting noise emissions are both reduced.

[0057] The exhaust valve assembly 110 includes a holding valve 270, or a 2 / 2 holding valve, and a bistable 3 / 2 valve. To pulse-drive the exhaust valve assembly 110 or valve assembly 100, the holding valve 270 can be pulse-driven, i.e., alternately opened and closed. To achieve time-optimized engagement of the parking brake, i.e., the second exhaust mode M2, the bistable 3 / 2 valve 275 is switched to the exhaust position and exhausts with the maximum effective diameter. At this time, the exhaust passage 129 includes the exhaust outlet of the 3 / 2 valve 275.

[0058] Figure 3 A flowchart of method 300 according to one aspect of this disclosure is shown. Figure 3 The method 300 shown is a method for operating a valve assembly 100 to activate the parking brake function 251 of an electro-pneumatic parking brake system 250 of a vehicle 200a, particularly a commercial vehicle 200b, in a stationary state 256. The valve assembly 100 includes an exhaust valve assembly 110 and a pre-control assembly 115 controllable according to a pre-control signal 126. The valve assembly 100 can be switched according to a switching signal 125 to a noise-reducing first exhaust mode M1 or a rapid exhaust second exhaust mode M2. Such vehicles 200a and 200b refer to... Figure 1 A description has been provided. This type of valve assembly 100 refers to... Figure 2 It has been described. Figure 3 Description reference Figure 1 and Figure 2 conduct.

[0059] according to Figure 3 The method 300 includes: acquiring trigger information 252 310. Acquiring trigger information 252 310 includes user input 254. During this process, the parking brake function 251 can be activated via a binary request signal 255. The request signal 255 may relate to, for example, user input 254 and / or the automatic driving function 230.

[0060] The method 300 includes: collecting 315 parameters 253 related to the vehicle and / or environment.

[0061] The method 300 includes: determining a switching signal 125 320 and a pre-control signal 126 for the first exhaust mode M1 based on trigger information 252.

[0062] The method 300 includes adjusting a pre-control signal 126 according to parameter 253. The pre-control signal 126 has an exhaust curve 127 that depends on pressure P and / or time t, and / or is configured to regulate a predetermined flow rate JV. The pre-control signal 126 is configured to control the flow rate JV of the pre-control component 115 to be less at a higher pressure P+ than at a lower pressure P-. The pre-control signal 126 defines a pulse drive for the pre-control component 115. The valve assembly 100 is configured to fully open the exhaust passage 129 in a second exhaust mode M2, and / or partially, intermittently, and / or pulse-wise open the exhaust passage 129 in a first exhaust mode M1.

[0063] The method 300 includes: outputting a switching signal 125 330 to the exhaust valve assembly 110, and outputting a pre-control signal 126 to the pre-control assembly 115 for the first exhaust mode M1.

[0064] The method 300 includes: outputting a service brake signal 128 340 to operate an electro-pneumatic service brake system 250a within a limited time.

[0065] Figure 4 A schematic diagram of a computer-readable medium 400 according to one aspect of this disclosure is shown. The computer-readable medium 400 contains instructions (not shown) that, when executed by a controller 220, will cause the controller 220 to perform... Figure 3 The steps of method 300 and / or method 300 are shown.

[0066] These instructions can be written as program code, using any code or language, particularly applicable to code for motor vehicle control systems. The computer-readable medium 400 can be any digital data storage device or include, for example, a USB flash drive, hard disk, CD-ROM, SD card, or SSD card. The computer program does not necessarily need to be stored on such a computer-readable storage medium and can be obtained via the Internet or other external means. List of reference numerals 100 Valve Assembly 110 Exhaust Valve Assembly 115 Pre-control Components 125 Switching Signal 126 Pre-control signal 127 Exhaust Curve 128 Service Brake Signal 129 Exhaust passage 200a vehicle 200b Commercial Vehicles 201 wheels 202 Wheel Speed ​​Sensor 205 Actuator 206 ABS valve 210 Compressed Air Storage Tank 215 Front Axle Adjuster 216 Rear Axle Adjuster 217 Parking Brake Module 220 controller 221 Trailer Control Module 222 Valve Control Module 230 Autopilot Function 232 Vehicle Bus 233 power supply 234 Braking value sensor 235 Parking Brake Switch 250 Electric Pneumatic Parking Brake System 250A Electric Pneumatic Braking System 251 Parking brake function 252 Trigger Information 253 parameters 254 User Inputs 255 Binary Request Signal 256. Stationary state 260 Compressed air inlet 265 Main Interface 270 Holding Valve 275 3 / 2 valve 300 methods 310 Collect trigger information 315 Acquisition Parameters 320 Confirm Switching Signal 325 Adjustment 330 Output Switching Signal 340 Output service brake signal 400 Computer-readable media JV Traffic M1 Noise Reduction First Exhaust Mode M2 Quick Exhaust Second Exhaust Mode P pressure P+ Higher pressure P - Lower pressure t time

Claims

1. A method (300) for operating a valve assembly (100), the method being used to activate a parking brake function (251) for an electro-pneumatic parking brake system (250) of a vehicle (200a), particularly a commercial vehicle (200b), in a stationary state (256), wherein, The valve assembly (100) includes an exhaust valve assembly (110) and a pre-control assembly (115) controllable according to a pre-control signal (126), and the valve assembly (100) is capable of switching to a noise-reducing first exhaust mode (M1) or a rapid exhaust second exhaust mode (M2) according to a switching signal (125), and wherein the method (300) includes: - Collect (310) trigger information (252); - Determine (320) the switching signal (125) and the pre-control signal (126) for the first exhaust mode (M1) based on the trigger information (252); and - Output the switching signal (125) (330) to the exhaust valve assembly (110) and output the pre-control signal (126) to the pre-control assembly (115) for the first exhaust mode (M1).

2. The method (300) according to claim 1, wherein, The pre-control signal (126) has an exhaust curve (127) that depends on pressure (P) and / or time (t), and / or is configured to regulate a predetermined flow rate (JV).

3. The method (300) according to claim 1 or 2, wherein the method (300) comprises: - Collect (315) parameters related to the vehicle and / or environment (253); as well as - Adjust (325) the pre-control signal (126) according to the parameter (253).

4. The method (300) according to any one of the preceding claims, wherein, The pre-control signal (126) is configured to control the flow rate (JV) of the pre-control component (115) to be less than the flow rate at a lower pressure (P-) under a higher pressure (P+).

5. The method (300) according to any one of the preceding claims, wherein, The pre-control signal (126) defines the pulse drive of the pre-control component (115).

6. The method (300) according to any one of the preceding claims, wherein, The valve assembly (100) is configured to fully open the exhaust passage (129) in the second exhaust mode (M2) and / or partially, intermittently and / or pulsedly open the exhaust passage (129) in the first exhaust mode (M1).

7. The method (300) according to any one of the preceding claims, wherein, The method (300) includes: - Output (340) service brake signal (128) to operate the electro-pneumatic service brake system (250a) within a limited time.

8. The method (300) according to any one of the preceding claims, wherein, The trigger information (252) collected (310) includes user input (254).

9. The method (300) according to any one of the preceding claims, wherein, The parking brake function (251) can be activated by a binary request signal (255).

10. A computer program and / or computer-readable medium (400) comprising instructions that, when a controller (220) executes the program or the instructions, cause the controller to perform the method (300) and / or the steps of the method (300) according to any one of claims 1 to 9.

11. A controller (220) for an electro-pneumatic parking brake system (250) for a vehicle (200a), particularly a commercial vehicle (200b), the controller comprising a valve assembly (100), wherein, The valve assembly (100) has an exhaust valve assembly (110) and a pre-control assembly (115) that can be controlled according to a pre-control signal (126), and the valve assembly (100) can be switched to a noise-reducing first exhaust mode (M1) or a fast exhaust second exhaust mode (M2) according to a switching signal (125), and the controller (220) is configured to perform the method (100) according to any one of claims 1 to 9.

12. An electro-pneumatic parking brake system (250) for said vehicle (200a), particularly a commercial vehicle (200b), said electro-pneumatic parking brake system comprising a valve assembly (100) and a controller (220) according to claim 11, said valve assembly comprising an exhaust valve assembly (110) and a pre-control assembly (115) capable of being controlled according to a pre-control signal (126), wherein, The valve assembly (100) can switch to a noise-reducing first exhaust mode (M1) or a fast exhaust second exhaust mode (M2) according to the switching signal (125).

13. A vehicle (200a), particularly a commercial vehicle (200b), comprising a controller (220) according to claim 11 and / or an electro-pneumatic parking brake system (250) according to claim 12.

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