Compressed air system, commercial vehicle equipped with a compressed air system and method of operating a compressed air system

Abstract

The invention relates to a compressed air system (1), in particular for a commercial vehicle (2), comprising a control unit (10), a pressure treatment unit (20), a first pressure sensor (12), a second pressure sensor (14) and a switchable valve (30), in particular an electrically or magnetically switchable valve (30). The switchable valve (30) is configured to connect a compressed air inlet (3) with the pressure treatment unit (20). The pressure treatment unit (20) is connected to a compressed air outlet (5), the control unit (10) is configured to communicate with the pressure sensors (12, 14) and / or the switchable valve (30). The control unit (10) is configured to be connected to the switchable valve (30) to control the switchable valve (30). The first pressure sensor (12) is arranged on the compressed air system (1) and is configured to determine a pressure at the compressed air inlet (3), the second pressure sensor (14) is arranged on the compressed air system (1) and is configured to determine a pressure at the compressed air outlet (5). The invention also comprises a commercial vehicle (2) equipped with the compressed air system (1) and a method of operating the compressed air system (1).

Description

Technical Field

[0001] This invention relates to a compressed air system, a commercial vehicle equipped with a compressed air system, and a method for operating the compressed air system. Background Technology

[0002] Compressed air systems are used in commercial vehicles for various applications in multiple ways. For example, safety-critical systems such as the braking system of a commercial vehicle are driven by air pressure supplied from a pressure tank. Additionally, other technical functions can be achieved by supplying compressed air to the axles. For instance, this allows for the regulation of air pressure in the tires connected to the axle during the operation of the commercial vehicle. The various applications are typically contained within and controlled in separate modules; therefore, while these applications operate partially independently of each other, each requires its own data processing unit and pneumatic control units such as valves or piping.

[0003] As a result, commercial vehicles now require a large number of data processing units to perform various functions. This leads to increased communication overhead and related malfunctions, as well as higher costs. Summary of the Invention

[0004] Therefore, the purpose of this invention is to reduce the number of data processing units and improve the cost-effectiveness of commercial vehicles.

[0005] The present invention addresses the above-mentioned problems by means of a compressed air system having the features of claim 1, a commercial vehicle having the features of claim 17, and a method having the features of claim 18.

[0006] According to one aspect of the invention, a compressed air system is provided, particularly for commercial vehicles, the compressed air system comprising: a control unit, a pressure processing unit, a first pressure sensor, a second pressure sensor, and a switchable valve, the switchable valve being, in particular, an electrically or magnetically operated switchable valve, wherein the switchable valve is configured to connect a compressed air inlet to the pressure processing unit, wherein the pressure processing unit is connected to a compressed air outlet, wherein the control unit is configured to communicate with the pressure sensors and / or the switchable valve, wherein the control unit is configured to connect to the switchable valve to control the switchable valve, wherein the first pressure sensor is disposed on the compressed air system and is designed to determine the pressure at the compressed air inlet, and wherein the second pressure sensor is disposed on the compressed air system and is designed to determine the pressure at the compressed air outlet.

[0007] Because this invention utilizes known pressure information from the electronic braking system to control the compressed air supply at the compressed air outlet, and is subsequently supplemented by an additional pressure sensor, it offers significant advantages over existing technologies. Furthermore, the signals required for this can be processed by a control unit that is itself part of the electronic braking system. This has the advantage of integrating multiple functions into a single control unit, thereby reducing the number of data processing components.

[0008] The compressed air system can be part of a commercial vehicle. The compressed air system may include pressurized piping (pressure lines), connectors, and fittings designed to provide pressure connections. The compressed air system may define a volume. This allows the compressed air system to be isolated from the surrounding environment. Furthermore, the compressed air system may be configured to transport fluid, and particularly to provide a pressure differential between the fluid within the compressed air system and the surrounding atmospheric pressure. Preferably, the fluid is in a gaseous state during normal use of the commercial vehicle. The commercial vehicle defined in this invention is particularly a vehicle with a gross vehicle weight rating exceeding 3.5 tons, preferably exceeding 7.5 tons, more preferably exceeding 15 tons, and most preferably exceeding 18 tons. This commercial vehicle may be a trailer, particularly a semi-trailer, and / or a towed vehicle. This commercial vehicle may particularly be a vehicle suitable for road travel and / or subject to road constraints. The control unit may be a computer-like unit designed to acquire, process, and output data. The control unit may include memory for storing data. The control unit may communicate and / or exchange data, particularly via a communication interface. In a preferred embodiment, the control unit is configured as a control system that both drives actuators and monitors and evaluates measured values. The communication interface enables wireless and / or wired data exchange. This allows the control unit to communicate with various devices and interfaces, thereby increasing flexibility. The pressure handling unit can be configured to change the energy content of the fluid delivered in the compressed air system. This can result in energy transfer and / or transmission through the fluid. The pressure handling unit can be configured to change the pressure and / or flow rate of the fluid delivered in the compressed air system. This allows energy to be stored in the fluid in a form particularly advantageous and usable for commercial vehicles. In this context, "change" can mean increase or decrease. The pressure handling unit can be configured to communicate with the control unit. The first pressure sensor can be configured to measure static pressure. Supplementally or alternatively, the first pressure sensor can also be configured to measure the flow rate of the fluid. This allows the calculation of fluid pressure and / or determination of additional measurement variables. The first pressure sensor can be configured, in particular, to communicate with the control unit. The second pressure sensor can have the same functional characteristics as the first pressure sensor; in particular, it can be the first pressure sensor. The switchable valve can include inlet and / or outlet pressure lines, and in particular, can be arranged between the inlet and / or outlet pressure lines. The switchable valve can be configured to at least partially connect the inlet and outlet pressure lines. Furthermore, the switchable valve can change the connection state between at least one inlet pressure line and at least one outlet pressure line, i.e., open or close the connection. In other words, the switchable valve can control a portion of the inlet region belonging to one of the inlet pressure lines and / or a portion of the outlet region belonging to one of the outlet pressure lines. This allows, for example, throttling of fluid flow. Additionally, the switchable valve can include an actuator for mechanically moving the valve. This makes valve control particularly simple. The actuator can be electrically operated.The switchable valve can be configured to communicate, in particular, with a control unit. Communication may include receiving and / or transmitting and / or exchanging data. The control unit may be connected to and communicate with the switchable valve via a physical connection. Alternatively or supplementarily, the control unit may also communicate wirelessly with the switchable valve. The switchable valve can receive and execute control commands from the control unit. One of the valve's supply pressure lines may be a compressed air inlet. One of the valve's outlet pressure lines may be a compressed air outlet. A pressure processing unit may be arranged and / or located downstream of the switchable valve. The switchable valve can be configured to control the fluid flow to the pressure processing unit. The control unit can be configured to receive data from a first pressure sensor and / or a second pressure sensor. This data may include electrical signals. The first pressure sensor may be located in the supply pressure line, particularly at the compressed air inlet, and may particularly form part of the supply pressure line. This allows the first pressure sensor to detect the pressure present upstream of the switchable valve. The second pressure sensor may be located in the outlet pressure line, particularly at the compressed air outlet, and may particularly form part of the outlet pressure line. This allows the second pressure sensor to detect the pressure present downstream of the switchable valve. The first and second pressure sensors can be of the same type. This reduces the variety of sensor models and simplifies the maintenance of the compressed air system, thereby improving cost-effectiveness.

[0009] Preferably, the control unit can be an electronic control and / or monitoring unit (ECU), or more preferably, a sub-component of the ECU. In other words, the control unit can be configured to transmit output electrical signals and / or data in response to input electrical signals and / or data. Furthermore, the output signals and / or data can be generated by the control unit. This has the advantage that the control unit can intelligently control the actuator. Additionally, the control unit can be configured to regulate the physical conditions within the compressed air system, particularly the air pressure. This can advantageously expand the functionality of commercial vehicles.

[0010] Preferably, at least one pneumatic consumer can be connected to and / or connected to a compressed air outlet. The pneumatic consumer may include a chamber that can be connected to and / or connected to a compressed air outlet. This allows fluid to flow into the consumer. The consumer may be an axle. Alternatively or supplementarily, the consumer or other consumer may also be a tire and / or a braking system. It is conceivable that the consumer or other consumer may also be an air spring. As a result, the compressed air system can provide a wide range of scalable functions for commercial vehicles.

[0011] Preferably, the pressure at the compressed air inlet, which can be determined by the first pressure sensor, substantially corresponds to the supply pressure of the compressed air system, and / or the pressure at the compressed air outlet, which can be determined by the second pressure sensor, substantially corresponds to the axle pressure. In other words, the first pressure sensor can be arranged to detect the supply pressure of the supply pressure tank and / or pressure source. The first pressure sensor can be located within the supply pressure tank and / or constructed as part of the pressure source. This can have the advantage that the first pressure sensor can be associated with different components, particularly additional components. The second pressure sensor is preferably designed and arranged to detect the axle pressure, particularly for commercial vehicle axles. The second pressure sensor can be located within the axle and / or constitute part of the axle. It is also conceivable that the second pressure sensor or additional pressure sensor is arranged in the wheel, which is in fluid communication with or can be fluidly connected to the axle. This enables efficient acquisition or utilization of data and / or signals that provide direct information about the compressed air condition of the tire or tire inflation system.

[0012] Preferably, the pressure handling unit may include a pressurization unit. The pressure handling unit may be configured to alter the potential energy of the fluid, particularly a gaseous fluid. In other words, the pressurization unit can utilize itself to increase the pressure of the fluid. This makes it possible to achieve the desired operating pressure, which is specifically specified by the control unit. The pressure handling unit may preferably include a compressed air outlet and / or a pressure relief valve. Therefore, the pressure handling unit may be configured to release pressure, particularly by releasing the pressure to the environment.

[0013] Preferably, the booster unit can be a pump, pressure gauge, pressure rocker, peristaltic pump, turbocharger, radial compressor, and / or axial compressor. The selection of the appropriate booster system depends on the required compressed air volume, the minimum pressure differential the booster unit must provide, and the energy available on the vehicle to drive the booster unit. For example, piston pumps are particularly easy to implement and can reliably provide a large pressure differential at relatively low air mass flow rates. On the other hand, turbochargers and similar compressors with continuous flow paths, while providing larger air mass flow rates, are limited in terms of achievable pressure differentials.

[0014] Preferably, the booster unit may comprise one or two dual-piston or double-acting cylinders and / or double-acting pistons. This allows the booster unit to be designed to be particularly compact and to be advantageously integrated into compressed air systems. A booster unit designed as a dual-piston pump can provide particularly uniform boosting with a high pressure gradient and a large fluid volume.

[0015] Preferably, the booster unit may include a power interface through which the energy required for boosting is input or can be input to the booster unit. The power interface may include a connector configured for power supply and may be connected to the onboard power supply of a commercial vehicle.

[0016] Preferably, the pressurization unit can provide a pressure increase factor in the range of 1.05 to 2.6 times, more preferably in the range of 1.1 to 2.0 times, and even more preferably in the range of 1.2 to 1.8 times. Pressure changes can involve increases or decreases in pressure, occurring upstream or downstream of the pressure processing unit, respectively. The first preferred pressurization range covers a particularly wide range, thus enabling the supply of air to a variety of pneumatic consumers. In the second range, overloading of a single pneumatic consumer can be avoided. The third range represents a particularly advantageous pressure ratio for inflating commercial vehicle axles and / or wheels mounted on them. It is also conceivable that, under certain operating conditions, the pressurization unit may not provide any pressure changes. In other words, the pressurization unit may not operate under certain conditions.

[0017] Preferably, the pressure handling unit may include a bypass, particularly a pressure line located between the switchable valve and the compressed air outlet. This allows fluid to flow at least partially (and even completely in certain applications) from the switchable valve to the compressed air outlet without pressurization.

[0018] Preferably, the bypass can be arranged or constructed in parallel with the booster unit. The parallel arrangement of the bypass can be designed as a hydrodynamic parallel connection or bypass. The bypass can be constructed such that only a portion of the fluid flows through the booster unit. If the pressure at the compressed air inlet is sufficiently high, it is also conceivable that the fluid flows completely through the bypass located between the switchable valve and the compressed air outlet. Specifically, when the first compressed air sensor reaches a sufficient threshold, the control unit can actuate the switchable valve so that the air pressure at the compressed air inlet matches the air pressure at the compressed air outlet via the bypass. This can result in the booster unit being fully bypassed, or fluid flowing through the unit even when the booster unit is not activated. Therefore, energy savings can be achieved. In another embodiment, the pressure handling unit contains only the bypass; this solution is particularly advantageous in commercial vehicles where the pressure in the compressed air supply is already reliably high enough, and additional boosting via the booster unit is not required. In this case, the booster unit can be advantageously omitted, thus saving installation space and cost.

[0019] Preferably, the bypass may include a back pressure valve. The back pressure valve is advantageously arranged in the bypass such that there is a flow direction along the path from the switchable valve to the compressed air outlet. The complementary shut-off directions of the back pressure valve can be configured to be opposite. This prevents any fluid or air pressure from escaping from the compressed air outlet through the bypass and flowing back to the compressed air inlet. As a result, for example, even if the compressed air supply is cut off, the inflation status of the axle or tires can be maintained.

[0020] Preferably, the switchable valve can be a two-position two-way valve. In other words, the switchable valve can have two ports, which serve as a supply pressure line and a discharge pressure line, respectively. Furthermore, the switchable valve can move between two switching positions, wherein a first switching position completely blocks the fluid flow through the valve, while a second switching position completely allows the fluid flow through the valve. It is also conceivable that there are a number of intermediate positions between the first and second switching positions, with smaller intervals between these intermediate positions. This allows the fluid flow through the switchable valve to be controlled in a stepped manner, or (in the case of very small intervals between positions) continuously.

[0021] Preferably, the switchable valve can be a two-position three-way valve or a two-position four-way valve. Correspondingly, the switchable valve can also have three or four ports. It is conceivable that the switchable valve has two, or particularly three, inlet pressure lines and two or one outlet pressure line. This can have the advantage that multiple pressure sources can be connected and combined or merged within the switchable valve. Therefore, the highest fluid pressure applied to the switchable valve can be utilized and at least partially (partially, entirely) transmitted to the compressed air outlet through the switchable valve.

[0022] Preferably, the compressed air system may include a housing. This housing may surround, particularly partially surround, the compressed air system. As a result, the compressed air system (and particularly its components) can be advantageously integrated into the commercial vehicle as a single unit. This offers the advantage of providing a simple, modular solution for different commercial vehicles equipped with the same compressed air system.

[0023] Preferably, the housing may comprise a metallic material, particularly aluminum. This improves the housing's resistance to external forces. Alternatively, the housing is preferably made of plastic, which is less expensive than metal and also reduces weight. For both materials, it is also conceivable to design the housing as part of the commercial vehicle, particularly integrating it into the vehicle's geometry. This can have the advantage of multiple functions: protecting the compressed air system on the one hand, and forming a reinforcing and / or load-bearing structure for the commercial vehicle on the other.

[0024] Preferably, the booster unit and one of the pressure sensors can be designed as a single unit. In other words, the booster unit and one of the pressure sensors (especially the second pressure sensor) can be in contact with each other. It is also conceivable that the booster unit and at least one pressure sensor (especially the second pressure sensor) are arranged side-by-side and structurally interconnected via an intermediate element. This can have the advantage that the constructed unit can be easily integrated into and replaced within a compressed air system. The resulting ease of operation can also facilitate the subsequent installation of the unit into a compressed air system.

[0025] Preferably, the unit, including the booster unit and one of the pressure sensors, can be arranged on the outside of the housing. This can particularly advantageously improve the accessibility of the constructed unit. It is also conceivable that this facilitates necessary maintenance and / or repair work on the booster unit.

[0026] Preferably, the first pressure sensor and / or the second pressure sensor can be connected to the control unit via cables. This enables particularly reliable communication between the pressure sensors and the control unit. Furthermore, wired communication provides a simple and cost-effective method for exchanging data and / or signals because it eliminates the need for expensive wireless transmitters and receivers.

[0027] Preferably, the first pressure sensor and / or the second pressure sensor can be arranged on the circuit board of the control unit. In other words, in this embodiment, the first pressure sensor and / or the second pressure sensor can be part of the control unit. This makes the design of the control unit including the first and / or second pressure sensors particularly simple and cost-effective. Since there are no cables between the control unit and the first and / or second pressure sensors, data transmission errors can be reduced.

[0028] Preferably, the compressed air system may include a tire inflation system and an electronic braking system. The tire inflation system may be configured as a separate system for the commercial vehicle. This allows the tire inflation system to operate independently. The same applies to the electronic braking system, which may also be configured as a separate system for the commercial vehicle. It is conceivable that the tire inflation system and / or the electronic braking system are part of, or at least partially constitute, the compressed air system. This can have the advantage that the various components of the system can be used redundantly. In other words, individual components can be shared between the various systems, thereby reducing the number of parts in the commercial vehicle. For example, a single control unit can perform the communication and data processing tasks for both the tire inflation system and the electronic braking system, and thus this control unit may be part of the compressed air system.

[0029] Preferably, the booster unit and the second pressure sensor can be part of the tire inflation system, wherein both the tire inflation system and the electronic braking system are connected to the control unit, enabling the control unit to control the switchable valve and pressure handling unit based on requests from both the tire inflation system and the electronic braking system. The control unit can communicate with both the tire inflation system and the electronic braking system. In other words, the control unit receives at least data and / or signals from the tire inflation system and / or the electronic braking system. Furthermore, the control unit can control the switchable valve based on this data and / or signals. Additionally, the control unit can also control the booster unit based on this data and / or signals. This provides the advantage of supplying fluid pressure to the compressed air system on demand, where the demand is determined by the tire inflation system and / or the electronic braking system. The switchable valve can be actuated such that air supply to the electronic braking system takes precedence over air supply to the tire inflation system. In other words, the tire inflation system can be used as an additional pressure source for the electronic braking system. This can improve road safety for commercial vehicles because the tire inflation system can be used as an emergency compressed air source for the braking system. Furthermore, fluid exchange, particularly pressurized fluid, is possible between the tire inflation system and the electronic braking system. In other words, the control unit can determine the fluid and / or fluid pressure requirements of the two systems and distribute the fluid and / or fluid pressure between the systems as needed. Additionally, it can also provide and distribute fluid and / or fluid pressure from pressure sources (particularly auxiliary pressure sources).

[0030] Preferably, the switchable valve can be controlled based on data and / or signals from two independent systems, specifically the tire inflation system and the electronic braking system. In other words, a switching strategy for the switchable valve can exist that receives multiple independent control variables. This enables intelligent control of the switchable valve, thereby maintaining the functionality of both the tire inflation system and the electronic braking system. Specifically, the tire inflation system and the braking system can be considered as independent systems sharing common components or data or signals, but these shared data or signals do not correspond to all data or signals from either the tire inflation system or the electronic braking system. In particular, the switching strategy can also be designed to give priority to the tire inflation system over the electronic braking system. This allows for priority supply of air pressure to the braking system in safety-critical states or in the event of a failure. It is also conceivable that the switchable valve can be strategically controlled based on other control variables (i.e., data and / or signals).

[0031] According to another aspect of the invention, a commercial vehicle is provided, comprising a compressed air system, wherein a compressed air inlet is advantageously connectable to or connected to a pressure tank of the commercial vehicle, the pressure tank particularly comprising air springs and / or compressed air canisters, and / or wherein a compressed air outlet is advantageously connectable to or connected to the pressure chambers of the commercial vehicle's axles and / or tires. The tire pressure chambers defined in the invention can be volumes surrounded by tires that must maintain a certain air pressure during operation to ensure proper tire rolling on the road. The commercial vehicles defined in the invention are particularly vehicles with a gross vehicle weight rating exceeding 3.5 tons, preferably exceeding 7.5 tons, more preferably exceeding 15 tons, and most preferably exceeding 18 tons. The compressed air system can be constructed as part of the commercial vehicle and / or at least partially constitute the commercial vehicle. The compressed air system can interconnect different compressed air sources, pressure tanks, and compressed air consumers. For example, air springs and compressed air canisters can be interconnected via the compressed air system. In particular, the pressure chambers of the axles can be in fluid communication with at least one wheel of the commercial vehicle, thereby allowing the pressure chambers of the axles to also be in fluid communication with the compressed air system. In the context of this invention, fluid connectivity specifically refers to the possibility of exchanging fluids (preferably air at a pressure higher than ambient pressure). In particular, such fluid connectivity can be understood as involving energy exchange, where the fluid (especially air) is used as an energy carrier. In other words, the compressed air system of a commercial vehicle can be designed to exchange energy between a pressure tank and pneumatic consumables (e.g., one or more tires). This allows the compressed air system to regulate the energy level (especially tire pressure) within one or more tires to maintain a constant level.

[0032] Preferably, the commercial vehicle can be a commercial trailer, particularly a semi-trailer. Furthermore, the commercial vehicle can be a towed vehicle. In other words, the commercial vehicle can be configured to be towed (particularly moved) by a tractor, and therefore the commercial vehicle does not have its own drive system for movement. The commercial vehicle can particularly be a vehicle suitable for road travel and / or subject to road constraints.

[0033] According to another aspect of the invention, a method for operating a compressed air system is provided, the method comprising the steps of: determining the pressure at the compressed air outlet; comparing the determined pressure with a target pressure via a control unit; controlling a switchable valve via the control unit; and activating a booster unit of a tire inflation system if the determined pressure and / or the pressure at the compressed air inlet is lower than the target pressure. A second pressure sensor disposed at the compressed air outlet can detect the pressure present therein, particularly the air pressure. The second pressure sensor can communicate with the control unit and transmit data, particularly measured values. Additionally, a first pressure sensor can be disposed at the compressed air inlet and communicate with the control unit. The control unit includes a memory storing a set pressure; the corresponding value of the set pressure is specified by the vehicle user or transmitted to the memory via a control unit of a commercial vehicle or other data processing system, and is at least temporarily stored in the memory. The control unit can compare the transmitted value (including the air pressure from the second pressure sensor and / or the first pressure sensor) with the target pressure. The control unit can control the switchable valve based on the difference between the transmitted value and the target pressure. In other words, the control command issued from the control unit to the switchable valve can depend on the transmitted value and / or the target pressure. This allows the control unit to provide control behavior for the compressed air system. Furthermore, the control unit can also control the pressurization unit as needed. In other words, the control of the pressurization unit depends on the transmitted value and the set pressure. Specifically, the control unit can control the pressurization unit so that the air pressure transmitted by the second pressure sensor approximately matches the set pressure. "Approximately" can include deviations within typical measurement tolerances.

[0034] Various embodiments and features can be combined with other embodiments and features to form new embodiments. The construction and advantages of these embodiments and features also apply to the new embodiments. Furthermore, the construction and advantages associated with the described apparatus also apply to other apparatuses and / or methods, and vice versa. Attached Figure Description

[0035] Embodiments of the present invention will now be described in detail with reference to the accompanying drawings. In this case, the drawings are as follows:

[0036] Figure 1 A schematic diagram of a compressed air system according to an embodiment of the present invention is shown;

[0037] Figure 2 A schematic diagram of a compressed air system according to another embodiment of the present invention is shown;

[0038] Figure 3 A schematic diagram of a compressed air system according to another embodiment of the present invention is shown;

[0039] Figure 4A schematic system overview diagram of a compressed air system, including a tire inflation system and a compressed air system, is shown; and

[0040] Figure 5 A flowchart of a method according to one aspect of the present invention is shown. Detailed Implementation

[0041] Figure 1 A compressed air system 1 is illustrated schematically. A switchable valve 30 is directly disposed at the compressed air inlet 3, and the switchable valve 30 includes a supply line and an outlet line. A first pressure sensor 12 is connected in parallel with the switchable valve 30 and disposed upstream of the switchable valve 30, thereby enabling direct measurement of the air pressure at the compressed air inlet 3. Downstream of the switchable valve 30 is a pressure processing unit 20, which preferably includes at least one booster unit 22 and a bypass 24. In this embodiment, the booster unit 22 is designed as a dual-piston pump or a double-acting piston pump. Other embodiments of the booster unit 22 are also conceivable. The bypass 24 is arranged in parallel with the booster unit 22 in terms of fluid flow. The bypass 24 also includes a back pressure valve 26. Downstream of the pressure processing unit 20 is a compressed air outlet 5. Another pressure line is arranged in parallel with the compressed air outlet 5 and preferably leads directly to a second pressure sensor 14. Thus, the second pressure sensor 14 can determine the air pressure at the compressed air outlet 5. The second pressure sensor 14 and the switchable valve 30 each have communication interfaces, which are connected to the control unit 10 via corresponding data transmission lines. In the illustrated embodiment, the first pressure sensor 12 is directly disposed on the circuit board of the control unit 10, particularly embedded within the control unit 10. It is also conceivable that the first pressure sensor 12 communicates with the control unit 10 via a data transmission line. This allows the first pressure sensor 12 to be easily maintained and / or replaced, for example.

[0042] Figure 2 Another embodiment of the compressed air system 1 is illustrated in the schematic diagram, wherein Figure 2 The compressed air system 1 in the middle does not have a bypass 24, and therefore no back pressure valve 26 is provided. As a result, the fluid and / or air pressure from the switchable valve 30 can only reach the compressed air outlet 5 through the pressure processing unit 20.

[0043] Figure 3 Another embodiment of the compressed air system 1 is illustrated in the schematic diagram, wherein Figure 3 The compressed air system 1 does not include a pressure handling unit 20. Therefore, the fluid and / or air pressure from the switchable valve 30 is not pressurized, but is delivered directly from the switchable valve 30 to the compressed air outlet 5. The back pressure valve 26 shown prevents fluid backflow to the switchable valve 30.

[0044] Figure 4A schematic system overview diagram of a compressed air system 1 arranged in a commercial vehicle 2 is shown. It is also conceivable that the compressed air system 1 at least partially constitutes or is part of the commercial vehicle 2. The compressed air system 1 includes a tire inflation system (RBS) and an electronic braking system (EBS). In the form shown, the compressed air system 1 is configured such that both the tire inflation system (RBS) and the electronic braking system (EBS) jointly include a control unit 10, a first pressure sensor 12, and at least one switchable valve 30. In other words, the functions of these three components of the compressed air system 1 are available and / or essential to both the tire inflation system (RBS) and the electronic braking system (EBS).

[0045] Figure 5 A flowchart illustrating the operation of the compressed air system 1 according to the invention is shown. In a first step, the pressure at the compressed air outlet 5 is determined (S1). For example, this allows the air pressure in the pressure chamber of one of the tires to be inferred, such as in another pressure chamber located on the axle of the commercial vehicle 2. In the next step, the control unit 10 compares the determined pressure with a set pressure (S2). For this purpose, the control unit 10 may include a memory for storing and retrieving data such as set values. The difference between the set value and the determined pressure can be determined; in particular, a comparison can be performed. Subsequently, the control unit 10 controls the switchable valve 30 (S3). Finally, if the pressure presented at the pressure inlet 3 is too low (particularly below the target pressure), the booster unit 22 of the tire inflation system RBS is activated (S4). In other words, the control unit 10 can activate the tire inflation system RBS as needed. It is conceivable that the booster unit 22 can also be activated such that the fluid flowing into it flows out as is, i.e., without any boosting. In other words, the booster unit 22 may have a switching position in which the booster unit only conducts fluid.

[0046] List of reference numerals 1: Compressed air system 2: Commercial vehicles 3: Compressed air inlet 5: Compressed air outlet 10: Control Unit 12: First pressure sensor 14: Second pressure sensor 20: Pressure Processing Unit 22: Boost Unit 24: Bypass 26: Back pressure valve 30: Switchable valve EBS: Electronic Braking System RBS: Tire Inflation System S1: Confirm S2: Comparison S3: Control S4: Start

Claims

1. A compressed air system (1) specifically for use in commercial vehicles (2), said compressed air system comprising: Control unit (10); Pressure processing unit (20); First pressure sensor (12) and second pressure sensor (14); as well as Switchable valve (30), particularly a switchable valve capable of being switched electrically or magnetically, The switchable valve (30) is configured to connect the compressed air inlet (3) to the pressure processing unit (20). The pressure processing unit (20) is connected to the compressed air outlet (5). The control unit (10) is configured to communicate with the pressure sensors (12, 14) and the switchable valve (30). The control unit (10) is configured to be connected to the switchable valve (30) in order to control the switchable valve (30). The first pressure sensor (12) is disposed on the compressed air system (1) and configured to determine the pressure at the compressed air inlet (3). The second pressure sensor (14) is arranged on the compressed air system (1) and is configured to determine the pressure at the compressed air outlet (5).

2. The compressed air system (1) according to claim 1, wherein, At least one pneumatic consumer can be connected to and / or be connected to the compressed air outlet (5).

3. The compressed air system (1) according to any one of claims 1 or 2, wherein, The pressure at the compressed air inlet (3), which can be determined by the first pressure sensor (12), substantially corresponds to the supply pressure of the compressed air system (1), and / or The pressure at the compressed air outlet (5), which can be determined by the second pressure sensor (14), basically corresponds to the axle pressure.

4. The compressed air system (1) according to any one of the preceding claims, wherein, The pressure processing unit (20) includes a pressurization unit (22).

5. The compressed air system (1) according to any one of the preceding claims, particularly claim 4, wherein, The booster unit (22) is a pump, pressure gauge, pressure rocker, peristaltic pump, turbocharger, radial compressor and / or axial compressor.

6. The compressed air system (1) according to any one of the preceding claims, particularly claim 4 or 5, wherein, The pressurization unit (22) provides a pressure increase of 1.05 to 2.6 times, preferably 1.1 to 2.0 times, and more preferably 1.2 to 1.8 times.

7. The compressed air system (1) according to any one of the preceding claims, wherein, The pressure handling unit (20) includes a bypass (24), particularly a pressure line located between the switchable valve (30) and the compressed air outlet (5).

8. The compressed air system (1) according to any one of the preceding claims, wherein, The compressed air system (1) includes a housing.

9. The compressed air system (1) according to any one of the preceding claims, wherein, The pressure processing unit (20) and one of the pressure sensors (12, 14) are designed as an integrated unit.

10. The compressed air system (1) according to any one of the preceding claims, particularly claim 8 or 9, wherein, The unit, which includes the pressurization unit and one of the pressure sensors (12, 14), is arranged on the outside of the housing.

11. The compressed air system (1) according to any one of the preceding claims, wherein, The first pressure sensor (12) and / or the second pressure sensor (14) are respectively connected to the control unit (10) via cables.

12. The compressed air system (1) according to any one of the preceding claims, wherein, The first pressure sensor (12) and / or the second pressure sensor (14) are arranged on the circuit board of the control unit (10).

13. The compressed air system (1) according to any one of the preceding claims, wherein, The compressed air system (1) includes a tire inflation system (RBS) and an electronic braking system (EBS).

14. The compressed air system (1) according to any one of the preceding claims, particularly claim 13, wherein, The booster unit (22) and the second pressure sensor (14) are part of the tire inflation system (RBS), wherein both the tire inflation system (RBS) and the electronic braking system (EBS) are connected to the control unit (10), such that the control unit (10) controls the switchable valve (30) and the pressure processing unit (20) based on requests from the tire inflation system and the electronic braking system (EBS).

15. The compressed air system (1) according to any one of the preceding claims, particularly claim 13 or 14, wherein, The switchable valve (30) is controlled based on data and / or signals from two independent systems, particularly the tire inflation system (RBS) and the electronic braking system (EBS).

16. The compressed air system (1) according to any one of the preceding claims, wherein, The commercial vehicle (2) is preferably a commercial trailer, especially a semi-trailer.

17. A commercial vehicle (2) comprising a compressed air system (1) according to any one of the preceding claims, wherein, The compressed air inlet (3) is advantageously connectable to or connected to a pressure tank of the commercial vehicle (2), the pressure tank particularly comprising an air spring and / or a compressed air tank, and / or wherein the compressed air outlet (5) is advantageously connectable to or connected to a pressure chamber of the axle and / or tires of the commercial vehicle (2).

18. A method of operating a compressed air system (1), wherein the compressed air system is particularly a compressed air system according to any one of claims 1 to 16, the method comprising the following steps: - Determine the pressure at the compressed air outlet (5) as described in (S1); - The determined pressure is compared with the set pressure by the control unit (10) (S2); - The switchable valve (30) is controlled (S3) by the control unit (10); - If the determined pressure and / or the pressure at the compressed air inlet (3) is lower than the set pressure, then the booster unit (22) of the tire inflation system (RBS) is activated (S4).

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