Vehicle trailer assembly with a brake control device and further control device for such vehicle trailer assembly

Abstract

Vehicle trailer assembly comprising a brake control device (EBS), a brake system operable via the brake control device, a sensor assembly (SA) for transmitting sensor signals to the brake control device, and signal transmission devices (BD, CB) for signal transmission between the brake control device and a towing vehicle, as well as a trailer-side actuator assembly (AE) with at least one electrically controllable actuator, wherein a further control unit (WSE) with user-operated input devices (X1, X2, X3) is provided, the trailer-side actuator assembly includes at least one actuator that can be controlled directly by the further control unit (WSE) but not by the brake control device (EBS) on its own, the further control unit (WSE) includes a trailer-side control module (SM) and an operating module (BM) that can be arranged at a distance from it in the towing vehicle,wherein signals can be transmitted between the operating module (BM) and the control module (SM), and at least one signal path (AP, EB; AB, EM) is provided for signal transmission between the further control unit and the brake control unit, wherein the brake control unit (EBS) is configured to output at least one operating status signal to the further control unit via the signal path.

Description

[0001] The invention relates to a vehicle trailer arrangement with a brake control device and a further control device for such a vehicle trailer arrangement.

[0002] Trailers for larger loads, such as semi-trailers, have their own braking system that can be operated from the towing vehicle. Pneumatic actuation of the brakes is particularly common, with compressed air typically generated in the towing vehicle and fed into the trailer's compressed air system via compressed air couplings.

[0003] Modern braking systems in such vehicle trailer arrangements include a trailer-side brake control unit, for example, a brake control unit manufactured by Knorr Bremse Haldex or Wabco under the name Trailer EBS. This unit is connected to a trailer-side sensor arrangement and receives sensor signals from this, for example, relating to the current rotational speed of individual wheels, and derives control signals for the braking system from these signals, particularly in critical driving situations. The sensor arrangement can also contain sensors for detecting the vehicle's inclination or load condition, for example. Additional functions, such as load-dependent and / or speed-dependent control of an axle lift device on a multi-axle semi-trailer, can be integrated into the brake control unit.Input devices can be used to send commands to the brake control unit that differ from the automatic axle lift control. Raising the lift axle is only possible under limited load and speed conditions. The brake control unit contains an electronic unit that can be programmed to output electrical signals at multiple outputs and controlled via electrical inputs, allowing functions to be adapted to specific user requirements to a limited extent. Changing the preset safety-relevant brake control functions is not possible via the electrical inputs or programming. The brake control unit is connected to the towing vehicle via a separate electrical supply line and a data bus line.The brake control unit is supplied with compressed air from the towing vehicle via a reservoir on the trailer and controls the trailer brakes via compressed air outlets. Wabco also offers a Trailer Control Electronic as an add-on unit.

[0004] An example of a brake control device is known from DE 101 37 148. Here, the commercial vehicle trailer's braking system forms an electrically controllable actuator. The brakes on the front and rear axles are supplied with brake pressure via a shared ABS valve. The ABS valve is controlled by an EBS module.

[0005] From EP 1 167 147 A2 an electronic control unit is known which generates the corresponding brake pressure for the brake chambers of the respective wheel.

[0006] The invention is based on the object of further improving the use of a vehicle trailer arrangement with a brake control device for the user and of providing an advantageous further control device therefor.

[0007] The invention is described in claim 1. The dependent claims contain advantageous embodiments and further developments of the invention.

[0008] Connecting the additional control device to the brake control device via at least one signal path advantageously enables the linking of an instruction that can be entered via the input devices of the additional control device with information available in the brake control device for brake control, for example information derived from the sensor signals of the sensor arrangement or information via pneumatic brake output connections of the brake control device. As a result, user-controllable actions of the trailer in particular can be automatically linked to predefinable safety criteria, making such actions both safer and easier for the user to handle. Such user-controllable actions can, for example, be the engagement of a so-called paver brake or the lowering of the chassis in the case of a tipper trailer.

[0009] In particular, the additional control device can advantageously control at least one actuator device that cannot be actuated by the brake control device alone. The additional control device can also take over control functions from the brake control device, for example, the control of the axle lift device. This allows interventions in a user-configurable part of the brake control device to be kept to a minimum. This also allows cost-effective, simple brake control devices and / or brake control devices from different manufacturers to be used for the brake control devices.

[0010] The additional control device with input devices operable by the user from the towing vehicle, in conjunction with an actuator device controllable by the additional control device but not actuated by the brake control device, advantageously and simply enables an expansion of the controllability of trailer functions from the towing vehicle without interfering with the brake control device, which is particularly safety-relevant due to the control of the trailer braking system. In particular, an instruction signal for controlling at least one actuator of the actuator device can be input via the input device, preferably buttons, switches, fields of a screen display, and the like.

[0011] In a first, preferably advantageous embodiment, the control of an actuator of the actuator device can be achieved by direct wiring between the further control device and the actuator, for example an electrically switchable fluid valve, a motor, a relay, etc. In another embodiment, a bus line connecting several actuators to the further control device can be provided for signal transmission, for which purpose the individual actuators are then equipped with address and data decoders and can be individually addressed with control signals. For such a connection via a bus line, a possibly already existing data bus system in the trailer or between the towing vehicle and trailer can also be used. A linking of an instruction signal according to a user input with an operating status signal advantageously takes place in the further control device.

[0012] In another advantageous embodiment, an instruction signal can be transmitted via the signal path to the brake control device in accordance with a user input, which in turn actuates an actuator, possibly after a predeterminable link with an operating status signal. Feedback regarding the actuation of an actuator is advantageously sent from the brake control device to the further control device.

[0013] The further control device is advantageously electronically programmable, so that for different vehicle trailer arrangements, for different towing vehicle-trailer combinations or for different purposes of use, the possibilities and limitations of the input or control of the actuator device can be particularly well adapted to the respective individual case.

[0014] In a preferred embodiment, the further control device can contain a control module arranged on the trailer side and an operating module that can be arranged on the towing vehicle side. Operating modules are designed to transmit signals at least from the operating module to the control module, preferably also in the opposite direction. The signals can be transmitted in a manner known per se, in particular via a multi-core direct control line, via a bus system to which other participants, in particular also the electronic brake control device, can be connected. As such a bus system, a bus system existing between the towing vehicle and trailer can also be used for signal transmission. In a preferred embodiment, a wireless connection, preferably a radio connection, is provided for signal transmission between the operating module and the control module.The latter advantageously enables the operation of the control module even outside the towing vehicle, for example, during loading or unloading operations. Wired signal transmission between the control module and the control module and wireless signal transmission can also be implemented jointly, whereby both transmission types can contain the same signals. In another advantageous embodiment, it can be provided that one transmission type is blocked for certain signals, so that, for example, no signals can be transmitted via a radio connection that correspond to instructions that require the user to be present in the driver's position, such as releasing an applied paver brake.

[0015] The operating module and control module can be individually assigned to each other in pairs, so that each control module or the trailer connected to it is assigned a specific operating module, and external control influences, e.g., in the case of radio connections, can be excluded. In other designs, particularly for wired signal transmission, the operating modules can be tailored to trailer types without individual assignment, or in yet another design can be configured for use across multiple trailer types. Uniformly designed operating modules can be configured to match the signal status of a trailer control module by exchanging specific individual identifiers with this control module. Transmission types and, where applicable, protocols for wired or wireless signal transmission are known to those skilled in the art.

[0016] If the control device is divided into an operating module located on the towing vehicle and a control module located on the trailer, the operating module and / or preferably the control module can be electronically programmable. The trailer-side control module preferably draws its operating voltage from the brake control device, in particular via one of the programmable electrical outputs of the brake control device.

[0017] For example, the user can enter an instruction into the additional control device requiring the brake control device to forcibly raise the axle, contrary to the automatic setting, depending on the speed and / or load condition, e.g., to improve the traction of the towing vehicle, or to forcibly lower the axle. The brake control device receives a corresponding control signal from the additional control device via the signal path and acts on the axle lifting device. However, safety criteria are specified in the brake control device. These safety criteria take precedence over the control signal from the additional control device and can prevent or limit the execution of the instruction, for example, to a short period of time and / or to a speed range above or below a speed threshold.In another embodiment, the further control device can receive speed information from the brake control device and can itself control the axle lifting device and / or decide whether a lifting is permissible.

[0018] In another application example, the user can activate a braking function with moderate braking force via the additional control device. This is advantageous, for example, as a so-called paver brake when unloading a tipper from a road paver. The tipper trailer, if applicable, together with the towing vehicle, is pushed by the road paver in the direction of travel, while paving material is gradually fed from the tipper to the road paver. To prevent the tipper and towing vehicle from moving away from the road paver, even on slightly downhill roads, a defined braking pressure can be set via the control instruction of the paver braking function. This allows the trailer and towing vehicle to be pushed by the road paver, but prevents the towing vehicle-trailer combination from rolling away from the paver.By linking it to speed information from the braking system, the execution of this paver braking command can be limited to a speed range typical for the advance of road pavers. Advantageous implementations of such a paver braking function are described in detail below.

[0019] In an advantageous embodiment, for the transmission of signals between brake control devices and further control devices, at least one operating state signal representing a parameter describing the current operating state of the vehicle trailer assembly can be transmitted from the brake control device, which is connected to the sensor arrangement and receives sensor signals therefrom. The current operating state can be characterized by a plurality of parameters, but not all of these parameters need to be significant and intended for transmission to the further control device.

[0020] Such a parameter can be the current speed of the trailer, which is typically derived from multiple wheel sensors. As an operating status signal, a current digitized speed value can be transmitted to the additional control device, or, in a simplified form, just a two-value signal, which acts as a threshold signal indicating whether a certain speed threshold has been exceeded or undershot. In the latter case, separate signals can be provided for different thresholds.

[0021] Another parameter can be the inclination of the vehicle, which on the one hand can be important in the brake control device for an anti-lock braking system and an electronic stability program, which on the other hand can be important in the case of a tipper trailer for the raising of the tipping trough that can be triggered via the further control device, in particular as a threshold signal for the vehicle inclination as to whether a tipping process may be initiated, or as a time course of an inclination value as to whether the vehicle inclination changes to a safety-relevant extent when a tipping process is initiated and the tipping trough may have to be lowered again contrary to the user input.

[0022] An operating state signal can, in particular, also be an actuation signal for an actuator that can be controlled by the brake control device. For example, in the case of an actuator that can be electrically controlled by the brake control device, the control signal can be tapped and fed in parallel to an input of the further control device.

[0023] The transmission of an operating status signal from the brake control device to the further control device enables, on the one hand, the display of relevant operating statuses for the user and, on the other hand, the linking of the operating status signals with user inputs or the blocking or enabling of user inputs in accordance with the operating status signals.

[0024] The signal path between the brake control device and the further control device in one or both signal directions can comprise direct connections between appropriately configured signal inputs and signal outputs of the brake control device and the further control devices, wherein the signal inputs and signal outputs are preferably assigned to the signal types and functions by programming the respective devices. The signal path can comprise a common data line for various signals between the brake control device and the further control device. Finally, the signal path can also comprise a data bus line to which both the brake control device and the further control device as well as further participants are connected. Such a data bus line can in particular also be used for signal transmission between a towing vehicle-side operating module and a trailer-side control module.A data bus line between the brake control unit and the additional control unit is advantageously separate from the data bus line used to transmit brake signals between the towing vehicle and the brake control unit. However, the additional control unit can also be connected to such a data bus line as a pure data receiver without a transmitter stage and receive operating status signals from the brake control unit in this way.

[0025] Advantageously, the actuator arrangement can contain at least one actuator that can be electrically controlled by the further control device but cannot be controlled by the brake control device. The scope of controllable actuators can thus be advantageously expanded, whereby criteria, e.g., safety criteria, can be easily specified and monitored in the further control device by transferring signals, in particular operating state signals, from the brake control device to the further control device via the at least one signal path.

[0026] Wireless signal transmission between the control module and the operating module is advantageously carried out in frequency bands free for private use. Preferably, the signal transmission for controlling several different trailer functions takes place via a multi-channel radio connection. Transmitter and receiver modules with radio approval are available at low cost for such transmission types.

[0027] In an advantageous embodiment, the operating module contains at least one input element for controlling at least one actuator of the trailer-side actuator arrangement via the control module and possibly the brake control device, as well as at least one output element for outputting a status signal to an actuator. The input element is advantageously a monostable pushbutton switch that automatically returns to a rest position after actuation, preferably a mechanical on-button with spring return. Electronic touch switches or membrane switches are also known for a corresponding function. In principle, voice input is also applicable. The output element can advantageously comprise a visual display and / or an acoustic display. Components and peripheral circuits for such input elements and output elements are known and widely available.The status signal indicates the current status of an actuator with user-changeable statuses, for example, lift axle raised or lowered.

[0028] Different output information can be visually indicated by different colors, different shapes or symbols, and / or different display positions and / or flashing. Optical display elements are preferably light-emitting diodes.

[0029] An acoustic output of different information can be achieved, for example, through different pitches and / or different tone sequences.

[0030] In addition to status signals, other information signals can also be output, for example actuation signals for executed instructions, rejection signals for invalid instructions, etc.

[0031] In an advantageous embodiment, the further control device contains only a button as an input element for actuating an actuator that can be switched between two permanent actuators, e.g., an axle lifting device, via which a command signal for changing the actuator state can be input. Advantageously, the actuator state is only switched after the button has been pressed twice. After a first actuation, e.g., to lower the lifting axle, the current state of the actuator is output to the user. The user can confirm the switchover within a time-limited interval by pressing the button again, or, if the current state already corresponds to the desired state, abort the action by omitting a second button press within the time-limited interval. The interval can, for example, be 3 to 10 seconds.During the interval, a special signal, such as a flashing optical display or a defined, possibly interrupted, signal tone, is advantageously emitted.

[0032] In another advantageous embodiment, different actuations of input elements can be used for different instructions, e.g. actuation of a double button in one of two opposite directions for raising or lowering a lifting axle, or a separate input element for each different instruction, e.g. a first button for raising and a second button for lowering.

[0033] The invention is illustrated in more detail below using preferred embodiments with reference to the figures. Herein: Fig. 1 a basic structure of a brake control device, Fig. 2 a first preferred embodiment of a signal connection between the brake control device and another control device, Fig. 3 an alternative embodiment of a signal connection between the brake control device and another control device, Fig. 4 an embodiment with a data bus as a signal connection, Fig. 5 an advantageous embodiment of an operating module of a further control device.

[0034] In Fig. Figure 1 schematically depicts an electronic brake control system in a vehicle trailer arrangement with some peripheral elements. The schematic diagram is essentially limited to the elements required or appropriate for the following explanations. In contrast, real electronic brake control systems, such as a trailer EBS from Knorr, Haldex, or Wabco, are relatively complex.

[0035] The brake control device contains an electronic control unit (ES), which is pre-programmed by the manufacturer in its essential safety-relevant components and cannot be modified by the user. Additionally, the control unit (ES) can be programmable in non-safety-critical aspects, which is utilized in a preferred embodiment of the present invention.

[0036] In the diagram, the brake control unit EBS is schematically divided into a part ESF, which cannot be influenced by the user and is defined by the manufacturer of the brake control unit EBS, and a variable part ESV, which allows limited changes by the user.

[0037] The brake control unit ESB is supplied with compressed air from the towing vehicle via a power supply line VV, independent of the trailer's other electrical consumers, typically with a voltage of 24 volts. The brake control unit EBS is also supplied with compressed air from the towing vehicle via a supply line DV and a trailer-side reservoir VB, from which compressed air is fed to a supply input of the brake control unit via a compressed air line DL. The brake control unit EBS has compressed air outputs to the vehicle's braking system BA, which typically distinguishes between a service braking system and a parking braking system. The braking pressure applied to the service braking system is variable and can be specified by the driver depending on the pressure on the brake pedal.For this purpose, a pneumatic brake pressure line (BD) is routed to a pneumatic input port of the EBS brake control unit, where a pressure sensor detects the pressure of a brake request via the BD brake pressure line and applies the corresponding pressure to the service brake system. Additionally, a CAN data bus (CB) can be provided, which, for example, in the Knorr Trailer EBS, connects a tractor-side EBS with the trailer-side EBS and can also transmit a variable brake request signal. For safety reasons, this CAN data bus (CB) is not intended for the connection of additional bus devices.

[0038] The brake control unit EBS is also equipped with an external sensor arrangement SA, which is Fig. 1 is shown only schematically and which contains a plurality of individual sensors. Sensors of the sensor arrangement SA are, for example, wheel rotation sensors, acceleration sensors and / or inclination sensors, pressure sensors, position sensors, etc., which are important for controlling the braking system, in particular the service braking system for driving stabilization. Driving stabilization can, in particular, comprise the known functions of an anti-lock braking system (ABS), an electronic stabilization program (ESP), or a roll stabilization program (RSP). The brake control device EBS further contains a plurality of internal sensors, in particular pressure sensors for detecting pneumatic pressures applied to individual components of the braking system.

[0039] The brake control unit (EBS) contains one or more electrical inputs (EB) and one or more electrical outputs (AB) in the variable part (ESV) that can be modified and tailored to individual user requirements. The outputs are typically switchable between the operating voltage of the brake control unit (e.g., 24 volts) and ground potential (0 volts) in a binary manner. Similarly, the electrical inputs (EB) of the brake control unit are usually queried in a binary manner to determine whether an input signal voltage is above or below a threshold value or threshold range.

[0040] It is important that the electronic control unit enables individual outputs of the block of electrical outputs AB to be switched individually and, if the input variables are variable, variably based on input data from the electrical connections EB and data available in the non-modifiable part ESF, e.g., from the external sensor arrangement or the internal sensors, according to programmable instructions. For example, the brake control unit can, in a known manner, carry out fully automatic control of an axle lifting device and / or a speed-dependent reset of the air suspension if the chassis is lowered when stationary, based on the load condition detected by pressure sensors. A speed-dependent signal can be output at an output, indicating whether the current speed is above or below a predefined speed threshold.A travel signal can also be derived from the wheel rotation sensors and sent to an external odometer as a clock signal.

[0041] In addition, it can be provided that a further data bus is led, for example, to the brake control device, to which further participants can also be connected.

[0042] Fig. 2 shows a preferred embodiment of a connection option for a further control device to a brake control device EBS, which is only shown in part here.

[0043] The additional control device WSE preferably contains a control module SM permanently installed on the trailer side and a portable operating module BM, which is separate from the control module and can be arranged in the cab of the towing vehicle and can preferably be removed from there and used in a mobile manner. The operating module BM and the control module SM of the additional control device WSE are advantageously connected by a communication link, preferably a wireless radio link. An advantageous embodiment of the operating module and the signal transmission between the operating module and the control module is described in Fig. 5 illustrates this in more detail.

[0044] The further control device WSE advantageously contains at least one programmable electronic unit, for example a programmable microcontroller PR, which is preferably arranged in the control module SM. The operating module BM can also contain such a programmable electronic unit.

[0045] The operating module and control module each contain transmit / receive modules SEB and SEM, respectively, which can be divided into transmit modules and receive modules or, preferably, form combined transmit / receive modules.

[0046] The structure of the control module SM is in Fig. 2 is merely schematically sketched by depicting the transceiver module SEM, a microcontroller PR, and a terminal block KB without any further peripheral circuitry. The terminal blocks shown are for signal outputs AP and signal inputs EP of the controller, for signal inputs EM and signal outputs AM of the control module SM, as well as for signal inputs EB and signal outputs of the brake control unit EBS. The signal inputs and signal outputs are each numbered from 1 to 3, 1 to 4, and 1 to 5, respectively. Individual connections or signals at individual connections are also individually designated below by the designation of a connection block, e.g., AP, and a number, e.g., 2, within this block by a combined designation, e.g., AP2. In the Fig. In the preferred embodiment outlined in Figure 2, the control module BM contains input elements X1, X2, X3 of an input device for three different, user-commandable functions of an actuator device AE in the vehicle trailer. By actuating the input elements X1, X2, X3, instruction signals can be transmitted to the control module SM via the wireless signal connection FV, which are recognized in the control module SM and converted into output signals AP1, AP2, or AP3 at the AP output of the controller PR. In a preferred simple embodiment, the controller's output signals are bivalent and can be switched between two signal levels, in particular 0 volts and approximately the supply voltage VW of the control module.

[0047] The controller outputs AP1 to AP3 are advantageously connected to the input terminals EB of the brake control device via a multi-core cable. It is assumed that an output signal AP1 of the controller forms an input signal EB1 of the brake control device, and corresponding unambiguous assignments are given for AP2-EB2 and AP3-EB3. The number of connections between the controller outputs AP and the inputs EB of the brake control devices is typically limited by the number of EB inputs on the brake control device side.

[0048] Signals transmitted from the controller to the brake control unit EBS via the AP outputs and EB inputs are fed to the brake control unit's programmable electronic unit ES, where they can be linked to each other and / or, in particular, to other information present in the brake control unit, particularly sensor signals, according to programmable assignment rules, to form output signals of the electronic unit ES. The output signals of the programmable electronic unit ES are fed to the individual output terminals AB of the brake control unit. These AB outputs are connected to the EM inputs of the control module.

[0049] In a particularly advantageous embodiment, the electrical power supply of the control module can be taken from the brake control unit EBS by setting one of the outputs AB, in the example shown, output AB5, to a signal level that supplies the control module SM with electrical power by appropriate programming of the electronic unit ES, permanently and independently of input signals or sensor signals from the brake control unit. Preferably, such a signal level VW is substantially equal to the supply voltage VV, which also supplies the brake control unit EBS with electrical power from the towing vehicle.The electrical power supply of the SM control module from the electrical power supply of the EBS brake control unit is particularly advantageous, since the usual plug connections between the towing vehicle and trailer for supplying various power consumers, especially the trailer's lighting systems, do not provide a reliable, continuous power supply to the SM control module with a suitable voltage level. For safety reasons, the brake control unit is supplied with electrical power via a separate line from the towing vehicle.

[0050] The transmission of electrical power from the brake control unit to the control module SM via one of the switchable signal outputs AB of the brake control unit is particularly advantageous because these outputs are provided for the user-configurable connection of consumers, and the use of such an output connection does not require any further intervention in the brake control unit EBS, in particular its connection to the towing vehicle in the safety-relevant section ESF. Although the output connections AB of the brake control unit EBS are typically provided for the switchable control of actuators of the vehicle trailer assembly, the programmability of the electronic unit ES allows such an output connection of the brake control unit to be used in the described particularly advantageous embodiment to supply electrical power to the trailer-side control module.

[0051] A plug-in connector connection can be provided in the brake control unit EBS for the multiple output connections AB.

[0052] In this case, the output terminals AB1, AB2, and AB3 of the brake control unit EBS are provided as signal lines for controlling several actuators of an actuator device AE in the vehicle trailer with functions corresponding to the input elements X1, X2, X3 in the control module. The individual output terminals AB1, AB2, and AB3 of the brake control unit can, in principle, be connected directly to individual actuators of the actuator device AE via individual lines to control the actuators. A particularly advantageous Fig. 2, in which connecting lines from the outputs AB of the brake control device are initially fed to the control module SM and there branched into a terminal block KB, which represents the branching of signal lines and does not necessarily have to be understood as a plurality of mechanical contact terminals, but should also include, for example, solder connections as variants of electrical contact, wherein the output signals emitted by the brake control device EBS at the connections AB1, AB2 and AB3 from the line blocks are routed, on the one hand, to the individual actuators of the actuator device AI via output connections AM of the control module SM in order to fulfill the control function for the actuators. At the same time, the output signals from the outputs AB1, AB2 and AB3 are routed to signal inputs EP of the controller PR.This makes it particularly advantageous to provide signal feedback to the controller regarding the signals it sends to the brake control unit via the AP outputs. The processing of such feedback signals in the SM control module or the PR programmable controller can be carried out largely at the discretion of the user and, in particular, independently of the EBS brake control unit.

[0053] In another embodiment, signals generated in the programmable unit ES of the brake control unit can also be transmitted via the connecting lines between the outputs AB of the brake control unit EBS and the inputs EM of the control module. These signals do not serve as control signals for actuators, but are only fed to one or more signal inputs of the controller PR and are used in this to generate or modify the signals at the outputs AP and / or for signals to the control module via the radio connection FV. Fig. 2, the output terminal AB4 of the brake control device is used for this purpose, via which, for example, a speed threshold signal is routed via the input terminal EM4 only to the input EP4 of the controller.

[0054] In yet another embodiment, the controller can also control an actuator directly via an output AM4 of the control module SM without going through the brake control device.

[0055] The multi-core cable connections between the AP outputs of the control module and the EB inputs of the brake control unit, or between the AB outputs of the brake control unit and the EM inputs of the control module, can be implemented via multi-core cables with plug-in connectors, particularly on the EB and AB side of the brake control unit. In the example shown, the EM1, EM2, and EM3 inputs of the SM control module are permanently assigned to the AM1, AM2, and AM3 outputs of the control module via the KB terminal block or a corresponding cable branch. Such an assignment can also be variably configured via the programmable controller, in which the KB terminal block contains fully or partially electronically controllable switches.

[0056] For the type of controllable trailer functions, some particularly advantageous examples are given below, which can also be abbreviated to Fig. 2 are registered.

[0057] A first trailer function can, for example, be one in Fig. 2 Lift axle function abbreviated to LA, which controls the raising or lowering of a lift axle of a multi-axle trailer. The brake control unit can be prepared in a manner known per se for automatic control of an axle lift device depending on the load condition, in that the lift axle is raised below a predeterminable load threshold and the lift axle is lowered above the load threshold. For this purpose, the brake control unit EBS independently controls a lift axle valve without an instruction signal via the signal output AB1 of the brake control unit and wiring through the control module. Since the control signal from the output AB1 is also present as an input signal at the input EP1 of the controller PR, the current state of the axle lift device, ieLift axle raised or lift axle lowered, present as an input signal in the control module SM of the further control device WSE and can be displayed there, in particular in the operating module BM, which can be a permanent display or only on request by the user.

[0058] By entering a command signal into the BM operating module, the state of the axle lifting device automatically set by the brake control device can also be forcibly changed. This is done by transmitting a corresponding signal in accordance with a user input via the X1 input element to the control module, in particular via the FV radio signal connection, and by transmitting it from the controller to the brake control device as a control signal at the AP1 output. In the brake control device, such a command signal from the user is advantageously linked to information available from sensor signals according to predefined assignment rules, for example, those prescribed by legal regulations. For example, there are regulations that even with a fully loaded trailer, raising the lifting axle is permitted for a limited period of 90 seconds or within a speed range of up to a maximum of 30 km / h.Linking to speed is easily possible in the brake control unit's programmable unit ES, since the speed information is constantly available there via wheel sensors. A command signal received from the control module SM to raise the lift axle, which has been lowered due to automatic control, can therefore be accepted by the brake control unit, for example, at low speeds, and converted into a modified control signal at output AB1 for the axle lift device. At higher speeds, the request to raise the lift axle is ignored in such a case in the brake control unit EBS or its programmable unit ES, and the control signal at output AB1 remains in the signal state corresponding to the lowered lift axle.The signal input EP1 of the PR controller in the control module detects whether the given command to raise the lift axle was accepted or ignored by the brake control unit. A corresponding signal can be transmitted from the control module to the operating module, where it can be displayed to the user.

[0059] In order to take into account the aforementioned time limit for the forced lifting of the lifting axle, depending on whether the programmable unit ES is equipped with a time measuring device, the time limit can be monitored in the brake control unit EBS or such monitoring can be carried out in the control module SM by means of a time measuring device implemented there.

[0060] A lifting axle that is automatically raised by the brake control device when the trailer is lightly loaded can be forcibly lowered by the user. Typically, there are no restrictive regulations for this, but such restrictions can be user-programmed in the SM control module or in the brake control device.

[0061] Another exemplary trailer function is provided by a chassis that can be pneumatically lowered relative to a driving position, particularly for a tipper trailer, where a lowered chassis provides greater stability during tipping. Lowering the chassis by venting the pneumatic bellows of the trailer's pneumatic suspension can be commanded by the user using the X2 input element in the control module. This results in the transmission of a corresponding command signal via the FV radio signal connection and the control module via the AP2 output to the EB2 input of the brake control unit.There, such a command signal can in turn be linked to information about one or more operating state variables according to a predefined rule. For example, it can be specified that lowering of the chassis should only be permitted if the vehicle is moving at a speed below a predefined speed threshold and / or if the lateral or longitudinal inclination of the vehicle is smaller than predefined angular threshold values ​​relative to the horizontal. These parameters can also be additionally linked to other operating state variables, such as the load, e.g., in such a way that the threshold values ​​for the angle of inclination are different for a heavier load than for a lighter load.

[0062] If the brake control unit detects the presence of a request signal to lower the chassis in its programmable unit ES and the preprogrammed admissibility conditions are met, the programmable unit ES changes the signal state at output AB2 from the chassis driving position to the driving state corresponding to a lowered chassis. This is then sent as a control signal to, for example, pneumatic valves in the actuator unit AE for the pneumatic vehicle suspension via input EM2 and output AM2 of the control module. Here, too, the control signal output at output AB2 for the assigned actuator in the actuator unit AE simultaneously serves as an input signal at input EP2 of the programmable controller PR in the control module, signaling the chassis lowering state, and can be signaled to the user.

[0063] In a similar way, the user can use the control module to command the extension and retraction of an underrun protection device at the rear of the trailer, the opening and closing of a sliding roof over the trailer, the release or engagement of a lock on an extendable chassis and similar functions.

[0064] In Fig. Figure 2 shows a further special function, which can be commanded via the X3 input element of the control module. This function concerns a so-called paver brake. The paver brake function is important when operating a tipping vehicle in conjunction with a road paver. The vehicle rests against the paver to continuously feed the paver with paving material from the vehicle's tipping trough and is pushed by the paver at the paver's forward speed. To prevent the tipping vehicle from being removed from the paver on a downhill road, while simultaneously allowing the paver to push the tipping vehicle, the service brake system of the tipping vehicle is subjected to a defined brake pressure.To apply such a paver brake in the vehicle's service brake system, the user issues a corresponding command signal via input element X3 of the BM operating module. This command signal is then transmitted by the control module via output connection AP3 to input EB3 of the brake control unit and its programmable unit ES. The request signal for applying the paver brake may, in turn, be tied to specific conditions, for example, the condition that the paver brake is only permitted when the tipper is stationary or only at very low speeds. The speed information is constantly available in the brake control unit, so that an admissibility check is easily possible in the programmable unit ES of the brake control unit. If the admissibility conditions are met, a valid request signal for applying the paver brake would already be present in the brake control unit.

[0065] Typically, such a signal path for a brake request is not permitted for safety reasons. A brake request signal for the service brake system is only accepted by the EBS brake control unit via the brake pressure line BD or the CB data bus from the towing vehicle.

[0066] To apply a paver brake in the service brake system of the trailer, in an arrangement according to the invention, an output signal is output at the output AB3 of the brake control device from the brake control device or its programmable unit ES, following the presence of a request signal from the further control device WSE, via the output AP3 of the control module and the input EB3 of the brake control device. This output signal is fed to an actuator of the actuator device AE. Such an actuator can, in particular, be an electrically controllable pressure limiting valve DV, which is fed from the trailer's compressed air reservoir and, at its output, outputs a pneumatic signal on a pneumatic line FD at a preset value corresponding to the intended brake pressure for the paver brake. This signal is combined via a line branch with the brake pressure line BD at the pneumatic control input of the brake control device EBS.This pneumatic brake request signal is accepted by the brake control unit, like a brake request signal triggered by the driver's pedal pressure, and is converted into the application of the brake pressure intended for the paver brake to the service brake system. Since the paver brake is only applied when the vehicle is stationary or at very low speeds, such intervention in the braking system is non-critical. Advantageously, the EBS brake control unit or the additional control unit can check the permissibility of applying the paver brake based on a link to a current speed signal. If a permissibility criterion is not met, a signal at output AB3 or AP3 can be suppressed.

[0067] If a brake control unit EBS is configured so that a brake request signal is also possible via one of the EB inputs, the pressure limiting valve and the associated output AB3 of the brake control unit can be omitted, although the latter may still be retained as a confirmation signal to the additional control unit. The application of the paver brake in the brake control unit is then initiated solely by the request signal from the AP3 output of the additional control unit's control module to the EB3 input of the brake control unit. The associated brake pressure for this brake request can be predefined in the brake control unit, meaning that the signal at the AP3 output can only be bivalent. With a more finely graduated brake request signal from the control module to the brake control unit, the brake pressure can also be encoded in the brake request signal.Advantageously, a permissibility link, e.g. with a speed signal, can be programmed in the brake control device so that the paver brake can only be applied under certain boundary conditions.

[0068] A linking of user command signals with further conditions, in particular including operating state variables of the vehicle, can also take place in the additional control unit WSE itself, alternatively or in addition to the linking in the brake control unit EBS. Such operating state variables can be provided to the additional control unit WSE by the brake control unit, for example, speed threshold signals, as mentioned as an example for output terminal AB4, or speed signals themselves resolved into steps. Such information signals can be transmitted from the brake control unit EBS to the additional control unit without being requested, either at regular intervals or upon a specific information request from the additional control unit.

[0069] If instruction signals from the control module are only output as switching signals and not as permanent signals via the AP-EB signal connections, several output-input connections can also be coded as a digital word.

[0070] Because the EBS brake control unit is typically limited to a small number of inputs and outputs, a data bus is advantageously set up for more extensive data transmission between the brake control unit and other control units. This data bus is advantageously separated from the CB data bus due to safety regulations governing its use. Such a data bus can advantageously be of the CAN data bus type commonly used in vehicles.

[0071] In Fig. Figure 4 shows an embodiment in which such a data bus CM is set up between the programmable controller PR of the control module SM and the programmable unit ES of the brake control device EBS. In particular, operating state signals, such as sensor signals from the sensor arrangement SA connected to the brake control device or signals derived therefrom, can be transmitted from the brake control device to the control module via the data bus CM. A check of, for example, admissibility criteria for certain instruction signals from the user can be carried out in the programmable unit ES of the brake control device similar to the Fig. 2, but if a data bus CM is present, it is preferably carried out in the further control device WSE, in particular in the programmable controller PR of the control module SM, and converted into control signals for actuators of the actuator device AE. Fig. 3 schematically shows the electrical power supply of the control module from the brake control unit with a supply voltage level VW.

[0072] A data bus CM and a signal connection via discrete individual signal lines, as in Fig. 2, can be realized in combination. In Fig. 3, the control of actuators of the actuator unit AE is only provided directly via the control module SM. Actuators can, of course, also be connected to the brake control unit and controlled by the brake control unit.

[0073] While in Fig. 3 a data bus connection CM is provided between the brake control device EBS and the control module SM of the further control device, in an embodiment according to Fig. 4 a data bus DB is provided, to which, in addition to the brake control device EBS and the control module SM, devices ZE in the towing vehicle and, via an interface located there, the operating module BM can also be connected. Communication between the operating module BM and the control module SM can take place both via the data bus DB and via the radio signal connection FV, whereby a distinction can also be made according to the type of signals to be exchanged, for example by signals from the control module SM for triggering displays in the operating module BM being able to be transmitted without restriction via the data bus DB and / or the radio signal connection FV, whereas instruction signals for triggering actuator functions in the trailer are sometimes only possible via the data bus DB, so that such instructions can only be given while the driver is present in the towing vehicle and not inadvertently when the operating module BM is taken outside the vehicle.

[0074] In Fig. Figure 5 shows a preferred design of a control module BM due to its simplicity. This contains several input elements X1, X2, X3 as in the example of Fig. 2. These input elements are designed as push-button switching elements, particularly as mechanical buttons, but also as touch input fields or membrane switches. Signal transmission between the operating module and the control module takes place via the radio link FV, advantageously via a multi-channel radio link, with each channel assigned to one of the trailer functions commandable via the input elements X1, X2, and X3. Designing the input elements as pure push-buttons is particularly simple and cost-effective and particularly advantageous for storing the operating module in clothing pockets or the like, away from the vehicle.For switchable functions, such as the described functions of forced raising or lowering of a lift axle, lowering and raising a chassis, or applying or releasing a paver brake, separate touch panels can be provided for each function and each instruction, i.e., in particular, at least two buttons per function. Particularly advantageously, only one touch element is provided for each function, and the effect triggered by pressing the touch element for a function can be determined via the programming of the additional control device.

[0075] The control module also contains display elements for each commandable function, which are preferably implemented as LEDs. Advantageously, two display elements are provided for each function, which can be distinguished for the user, for example, by different shape, color, or arrangement. A combination of several such distinguishing criteria is particularly advantageous. The display elements for the various functions are spatially assigned to the corresponding input elements.

[0076] In the preferred example outlined, three input elements X1, X2, X3 are arranged in a row, and associated display elements are arranged in pairs transversely to the row direction of the input elements in direct proximity to them. With a horizontal row arrangement of the input elements, for example, two display elements AZ11, AZ12 are associated with input element X1 and arranged directly above display element X1. Display elements AZ21, AZ22 are provided and arranged correspondingly with input element X2, and display elements AZ31, AZ32 are provided and arranged with display element X3. Display elements AZ12, AZ22, and AZ32 are designed as triangular symbols with a downward-pointing tip, while display symbols AZ11, AZ21, and AZ31 are designed as triangular symbols with an upward-pointing tip. Advantageously, display elements AZ11, AZ21, and AZ31 have the same luminous color as display elements AZ12, AZ22, and AZ32.

[0077] The operating module can contain a programmable controller module PRB, which, on the one hand, recognizes the input signals via the input elements X1, X2, X3 and, on the other hand, controls the display element and handles communication with the control module in the trailer via the radio connection FV or, if necessary, a data bus connection. In an advantageous embodiment, it can be provided that upon the first actuation of an input element, for example the input element X1 for the function of the lifting axle, the associated display elements AZ11, AZ12 display the current operating status of the lifting axle, for example, the upper display element AZ11 lights up when the lifting axle is currently raised, and the lower display element AZ12 lights up when the lifting axle is lowered. The current status of the respective function is advantageously only transmitted upon the first actuation of the input element via the radio connection FV from the control module SM, in which the current status is determined from the signal at input EP1 according to Fig. 3, is queried. During a time-limited repetition interval of, for example, a duration of between 3 and 10 seconds following the first actuation of the input element X1 or the presence of the current status signal for the function, the user can instruct a change in the displayed status of the assigned function by actuating the input element X1 again or, if the displayed status of the function corresponds to the setting desired by the user, can maintain this setting by refraining from actuating the input element again.

[0078] The display elements can also continuously show the current status of the respective trailer function or the associated actuator. The activation interval can then advantageously be highlighted by an additional signal, such as a flashing display or an accompanying acoustic signal. After the activation interval has elapsed, the control of the input elements and the display elements returns to their initial state, and a further activation of input element X1 is again considered the first activation in the aforementioned sense.

[0079] The described preferred embodiment of an operating module is characterized by a particularly simple and cost-effective design, which is also advantageous with regard to follow-up costs due to the replacement of lost or damaged operating modules.

[0080] To prevent a control module from triggering a function on a trailer that doesn't belong to it, the control module and the associated trailer-side control module can be individually coordinated in a conventional manner, and the communication between the paired control module and the control module can be individually coded. Coordinating a control module with a specific control module can be achieved, for example, by exchanging individual data at a special connection on the trailer side.

[0081] The features specified above, those in the claims, and those evident from the illustrations can be advantageously implemented both individually and in various combinations. The invention is not limited to the described embodiments, but can be modified in many ways within the scope of expert knowledge.

Claims

[1] Vehicle trailer arrangement with a brake control device (EBS), a braking system that can be actuated via the brake control device, a sensor arrangement (SA) for transmitting sensor signals to the brake control device and signal transmission devices (BD, CB) for signal transmission between the brake control device and a towing vehicle, and with a trailer-side actuator device (AE) with at least one electrically controllable actuator, wherein a further control device (WSE) with input devices (X1, X2, X3) that can be actuated by a user is provided, the trailer-side actuator device contains at least one actuator that can be controlled directly by the further control device (WSE) but not by the brake control device (EBS) on its own, the further control device (WSE) contains a trailer-side control module (SM) and an operating module (BM) that can be arranged at a distance from the latter in the towing vehicle,wherein signals are transmittable between the operating module (BM) and the control module (SM), and at least one signal path (AP, EB; AB, EM) is provided for signal transmission between the further control device and the brake control device, wherein the brake control device (EBS) is configured to output at least one operating state signal to the further control device via the signal path. [2] Arrangement according to claim 1, characterized by that the further control device (WSE) is supplied with electrical power by the brake control device (EBS) via a programmable control output (VW). [3] Arrangement according to claim 1 or 2, characterized by that the additional control device (WSE) is electronically programmable. [4] Arrangement according to one of claims 1 to 3, characterized bythat the signal between the operating module (BM) and the control module (SM) can be transmitted via the signal transmission device (DB) between the towing vehicle and the brake control device. [5] Arrangement according to one of claims 1 to 4, characterized by that the signal between the operating module (BM) and the control module (SM) can be transmitted via a radio connection (VFV). [6] Arrangement according to claim 2, characterized by that the operating module (BM) can be operated independently of the towing vehicle. [7] Arrangement according to one of claims 1 to 6, characterized by that the at least one signal path runs between the brake control device (EBS) and the control module (SM) without the interposition of the operating module (BM). [8] Arrangement according to one of claims 1 to 7, characterized by that an operating state signal is a sensor signal emitted by the sensor arrangement (SA) to the brake control device (EBS) or a signal derived from one or more sensor signals. [9] Arrangement according to one of claims 1 to 8, characterized by that an operating status signal is a signal dependent on the vehicle speed. [10] Arrangement according to one of claims 1 to 9, characterized by that an operating state signal is a binary threshold signal relating to an operating state variable that can be detected by the brake control device (EBS) [11] Arrangement according to one of claims 1 to 10, characterized by that the further control device (WSE) is designed to emit an actuation signal to the brake control device (EBS). [12] Arrangement according to claim 11, characterized by that an actuation signal is a control signal for actuating the braking system. [13] Arrangement according to claim 12, characterized by that an actuation signal is a signal for actuating an axle lifting device. [14] Arrangement according to one of claims 1 to 13, characterized bythat the further control device (WSE) outputs a control signal to the actuator device (AE) in accordance with a user input into the input device. [15] Arrangement according to claim 14, characterized by that the control device (WSE) links the user input with an operating status signal received from the brake control device (EBS) in order to emit a control signal. [16] Arrangement according to one of claims 1 to 15, characterized by that the actuator device (AE) contains an electrically controllable fluid valve (FB). [17] Arrangement according to claim 16, characterized by that a fluid inlet of the fluid valve (FB) is connected to a fluid source which also supplies a fluid inlet of the brake control device (EBS) with a working fluid. [18] Arrangement according to claim 17, characterized by that a fluid inlet of the fluid valve (FB) is connected to a controllable fluid outlet of the brake control device (EBS). [19] Arrangement according to one of claims 1 to 18, characterized by that the state of the actuator device (AE) can be displayed acoustically and / or visually to the user of the further control device (WSE).

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