Valve system

Abstract

The invention relates to a valve system (301) for a hydraulically braked towing vehicle that pulls a trailer. The valve system (301) comprises a relay valve (46), a changeover valve (10), and a brake control line (62). The relay valve (46) is actuated by means of a hydraulic control pressure, such that the level of a pneumatic brake pressure is set. This pressure is then supplied by the relay valve (46) to the pneumatic brake system of the trailer. Furthermore, the brake control line (62) pneumatically connects the relay valve (46) to the changeover valve (10). The brake control line (62) is also connected to a cavity (302) whose volume (V) is greater than 500 mm³. 3 .

Description

[0001] The invention relates to a valve system, in particular a valve system for a hydraulically braked towing vehicle which pulls a trailer vehicle.

[0002] German patent application DE 10 2013 016 086 A1 discloses a method and device for dimensioning an interference silencer in a compressed air brake system of a motor vehicle. The interference silencer can be used, in particular, in compressed air lines between a valve and a reservoir pressure vessel. The interference silencer consists of two parallel pipe elements inserted into the compressed air lines. The first, longer pipe element has a length approximately equal to the wavelength λ of the vibration in the compressed air line, and the second, shorter pipe element has a length approximately equal to half the wavelength λ / 2 of the vibration in the compressed air line. The interference silencer serves to eliminate or at least dampen as much as possible the noise-generating vibrations in the compressed air line triggered by the switching of the valve.

[0003] Furthermore, CN 2 16 969 616 U describes a brake unit for a vehicle. It proposes a compressed air control system instead of increasing the volume of the compressed air reservoir to increase the stored air volume, thereby increasing the number of possible braking operations – especially when driving downhill.

[0004] One object of the present invention is to provide a technology by which the vibrations or oscillations described above can be suppressed in an alternative and particularly simple manner. This object is achieved by the subject matter of the independent claims. Advantageous embodiments are the subject of the dependent claims, the following description, and the figures.

[0005] The present invention proposes a fixed design solution for overcoming the oscillation described above. This design solution is independent of other factors that influence high-frequency pressure oscillation.

[0006] In this context, the following factors can be identified as particularly relevant: temperature / oil viscosity, brake pedal damping, master cylinder spring force, line length / diameter between the master cylinder and hydraulic converter (including fittings), as well as pressure level and operating condition (ramp / jump). To cover all these different aspects in a single design that does not require later modification when using the trailer control valve system in different vehicle platforms, the robust solution described below is considered. A very effective means of suppressing oscillation is an increased volume between the outlet of the hydraulic-air converter (relay valve) and the changeover valve. This increased volume prevents the passage downstream of the hydraulic-air converter from filling too quickly.The inventors have discovered that the specified volume must be larger than the 5,000 mm known from the prior art. 3 .

[0007] In this sense, according to one aspect of the invention, a valve system for a hydraulically braked towing vehicle towing a trailer is proposed. The valve system comprises a relay valve, a changeover valve, and a brake control line. In the context of the present invention, a relay valve can be understood to be a pneumatic valve used in braking systems, particularly trailer braking systems. It serves to amplify or transmit a pneumatic control pressure and is often used to control the pneumatic brake pressure of a trailer. The relay valve is actuated by a hydraulic control pressure originating from the towing vehicle. Depending on the level of the hydraulic control pressure, the relay valve modulates the output pressure, which then supplies the trailer's pneumatic braking system. This ensures that the trailer brakes synchronously and proportionally to the braking force of the towing vehicle.A changeover valve is a pneumatic or hydraulic valve that connects two lines and switches between them depending on the pressure conditions. In a hydraulic-pneumatic braking system, the changeover valve is used to ensure that only the correct control pressure is transmitted. It allows switching between different pressure sources or control circuits, so that the intended control pressure is always delivered. The brake control line is a pneumatic line used in a tractor-trailer combination to control the trailer's braking system. It connects the relay valve to the changeover valve and serves to transmit the pneumatic brake pressure generated by the relay valve to the trailer's braking system.

[0008] The relay valve is actuated by a hydraulic control pressure, thus setting the level of a pneumatic brake pressure that is output through the relay valve to supply compressed air to the trailer's pneumatic braking system. The hydraulic control pressure and a pneumatic pressure are present at the relay valve. The level of the output pneumatic pressure (the pneumatic brake pressure) depends on the level of the hydraulic control pressure. The brake control line pneumatically connects the relay valve to the changeover valve. The term "pneumatically connected" means, in particular, that the respective connected elements are pneumatically conductive, i.e., that gas, especially air, can flow from one element to the other and vice versa.The term "separate" or "not connected" can be understood to mean, in particular, that the respective separated elements are not pneumatically connected to each other, i.e., that no gas, especially air, can flow from one element to the other and vice versa. The same applies to hydraulic connections.

[0009] The brake control line is connected to a cavity whose volume is greater than 5,000 mm³. 3A cavity can be understood as a hollow structure or recess within a mechanical system or component. In the present pneumatic system, the cavity serves as a volume reservoir or space in which a gas such as compressed air can collect. When used in conjunction with the brake control line, the cavity can help to dampen pressure fluctuations, provide additional stability in pressure regulation, and act as a compensating chamber. The size of the cavity, in this case with a volume greater than 5,000 mm³, is significant. 3 , positively influences the dynamics of the system, especially with regard to the oscillation behavior.

[0010] In particular, the inventors discovered that a volume of 5,000 mm 3 for the connection between relay valve and changeover valve, pressure fluctuations can still occur, whereas a volume of 12,000 mm 3is robust enough to withstand variations in the parameters mentioned above. In this sense, according to a further embodiment, the volume is provided to be at least 12,000 mm³. 3 is large.

[0011] The cavity can be limited by the brake control line. In other words, the brake control line encloses the cavity. The volume of the cavity can be generated by a specific length and diameter of the brake control line, resulting in the aforementioned increased volume dimension. In this sense, one embodiment provides that the brake control line limits the cavity.

[0012] Although 12,000 mm 3 or 12 cm 3Since the brake control line appears to be a relatively small volume, integrating it into a device that is intended to be as compact and small as possible can be a challenge. To solve this problem, the brake control line can be integrated into a housing of the valve system. In this sense, according to a further embodiment, the valve system continues to include a housing, the housing of which at least partially, and in particular completely, forms the brake control line. In other words, to avoid increasing the overall dimensions of the valve system, the brake control line can be integrated into the housing as a channel. The cavity can utilize free space around other shapes to avoid increasing the overall size of the valve system.

[0013] The complex shape of the cavity can be achieved by casting two housing parts that are joined together. In a further embodiment, the housing comprises a cast first housing part and a cast second housing part, the first and second housing parts being assembled and together forming the brake control line. Specifically, the first housing part can form a first part of the brake control line and the second housing part a second part. Thus, the cavity is formed by the two housing parts. The first housing part can, for example, be an upper housing part and the second housing part a lower housing part. In this case, the first housing part forms the first and second housing parts together.The upper housing part then forms an upper part of the brake control line in the sense of an upper partial cavity, and the lower housing part forms a lower part of the brake control line in the sense of a lower partial cavity.

[0014] Alternatively, the cavity can utilize a specific volume, in particular the volume of a small container (e.g., a tank) that is directly connected to the path between the relay valve and the changeover valve. This avoids a complex design for the valve system housing itself. Thus, the brake control line does not solely define the cavity; this can be largely achieved by the container. Specifically, the container is not formed by the valve system housing. Instead, the container is a separate component of the valve system, located, for example, outside the housing. In a further embodiment, the valve system also includes a container for storing compressed air, which is connected to the brake control line between the relay valve and the changeover valve.

[0015] The reservoir can include a pneumatic connecting line that pneumatically connects the reservoir to the brake control line. The volume of the cavity consists of a first volume of a first sub-cavity and a second volume of a second sub-cavity. Compressed air dispensed by the relay valve can flow into the brake control line and into the reservoir, and in particular collect in the reservoir, without building up a pressure high enough to cause the oscillation described above. The reservoir can, in particular, contain a larger sub-cavity than the brake control line. This allows the brake control line to be relatively small, so that the enlarged cavity as a whole does not lead to an increase in the size of the housing. In this respect, a further embodiment provides that the cavity is composed of a smaller first sub-cavity and a larger second sub-cavity.The first partial cavity is limited by the brake control line, whereas the second partial cavity is limited by the reservoir.

[0016] The relay valve can be arranged, in particular, in a redundant path or redundant control branch for the hydraulic control of the brake control pressure for the trailer. Under normal operating conditions (i.e., when the electronic control unit is functioning as intended or at least has not failed), an electronic control unit can control another relay valve ("main relay valve") to provide a specified brake control pressure for the trailer's pneumatic braking system. If the electronic control unit fails or at least does not function as intended, hydraulic brake pressure tapped from a brake line of the towing vehicle can be used to control the relay valve, acting as a redundant relay valve, in such a way that a brake control pressure for the trailer is set, which can then be transmitted to a coupling head ("brake").This ensures the functionality of the trailer's service brakes even in the event of a failure of the electronic control unit of the trailer control valve. In a further embodiment, the valve system also includes an electronic control unit and an additional relay valve. Under normal operating conditions, the electronic control unit is configured to control the valve system such that the additional relay valve provides brake control pressure for the trailer's pneumatic braking system. Furthermore, acting as a redundancy valve, the relay valve is configured to be actuated by the hydraulic control pressure in the event of a failure of the electronic control unit, thereby supplying compressed air to the trailer's pneumatic braking system.

[0017] The hydraulic brake pressure can be controlled by the driver of the towing vehicle using a brake pedal. The driver presses the brake pedal, thereby actuating a piston valve in a master cylinder filled with hydraulic fluid, particularly oil. This pressurizes the hydraulic fluid, which is then routed through a hydraulic control channel to the relay valve. The aforementioned enlarged-volume cavity helps to suppress oscillations or vibrations that can propagate through the hydraulic fluid to the driver's foot when they actuate the brake pedal. In a further embodiment, the relay valve is connected to a hydraulic control channel that provides the hydraulic control pressure. This hydraulic control channel is connected to a master cylinder, which includes a brake pedal and a piston valve and is filled with hydraulic fluid.Furthermore, by pressing the brake pedal, the piston valve is moved within the master cylinder in such a way that the piston valve pressurizes the hydraulic fluid and pumps it into the hydraulic control channel.

[0018] In the following, exemplary embodiments of the invention are explained in more detail with reference to the schematic drawing, wherein identical or similar elements are provided with the same reference numeral. Here, [the following is shown] Fig. 1 a hydraulic / pneumatic circuit diagram of a brake system, Fig. 2 a schematic representation of a trailer control module, Fig. 3 a schematic representation of a valve system according to a first embodiment of the invention, Fig. 4 a perspective view of a housing of a valve system according to a second embodiment of the invention, Fig. 5 A perspective view of a brake control line passing through a housing of the valve system to Fig. 4 is formed, and Fig. 6 a schematic representation of a valve system according to a third embodiment of the invention.

[0019] Fig. Figure 1 shows part of a braking system 201 of a towing vehicle (not shown), e.g., a tractor. The braking system 201 includes a hydraulic master cylinder 202. In the braking system 201 shown, the driver of the towing vehicle operates a brake pedal 203, thereby pressing on a piston valve 204 inside the master cylinder 202 to pressurize hydraulic fluid. The piston valve 204 is pre-tensioned by a spring 205. The pressurized hydraulic fluid is conveyed via lines to a wheel brake cylinder (not shown) of the towing vehicle. The pressurized hydraulic fluid is also conveyed via a hydraulic control channel 206 to a trailer brake pressure control system 207.

[0020] A trailer (not shown) is pulled by the towing vehicle and is connected to the trailer brake pressure control system 207 of the towing vehicle. Within the trailer brake pressure control system 207, the hydraulic fluid acts, among other things, on a piston-spring structure 209 in a backup relay valve assembly 208. This structure can open a hydraulically actuated pneumatic backup relay valve 210 against a spring preload. When the backup relay valve 210 is in the open state, an air inlet 211 of the backup relay valve 210 is connected to an air outlet 212 of the backup relay valve 210, whereas a vent port 213 of the backup relay valve 210 is disconnected from its air inlet 211 and air outlet 212.To suppress the pneumatic backup path described above while the electronic trailer brake pressure control system 207 is operating correctly, the backup relay valve 210, designed as a 3 / 2-way valve, can be closed. Such a system configuration can lead to high-frequency pressure oscillations. Normally, no damping element is provided in such a system to reduce these oscillations.

[0021] During the suppression of the pneumatic output pressure p of the backup relay valve 210, a fitting 214 of a solenoid valve 215 closes, resulting in a small volume of air between the backup relay valve 210 and the fitting 214. If there is no damping element in the area of ​​the master cylinder 202 or in the hydraulic control channel 206, then pressure on the brake pedal 203 can cause the hydraulically actuated pneumatic backup relay valve 210 to open abruptly. This valve connects the air inlet 211 (pneumatic supply) to the air outlet 212 (pneumatic output pressure p). The undamped hydraulic signal now opens the backup relay valve 210, and the aforementioned small volume of air is filled with excessive pressure. Consequently, the backup relay valve 210 is abruptly closed, with the air outlet 212 connected to the vent port 213.The small volume of air is evacuated quickly, resulting in a pressure level that is too low. The hydraulic pressure then opens the backup relay valve 210 again, replenishing the pneumatic output pressure. This opening and closing of the backup relay valve 210 can, in certain situations, lead to high-frequency movement of the piston-spring assembly 209. The associated pulsation can be transmitted back to the master cylinder 202 via the hydraulic control channel 206, making it perceptible in the brake pedal 203.

[0022] To avoid such high-frequency vibrations, which increase the stress on the components, cause uncomfortable braking behavior, and generate exhaust noise, a throttle check valve (not shown) can be installed in the hydraulic control channel 206, according to the prior art. This allows for a rapid increase in brake pressure but dampens the backflow of hydraulic fluid during oscillation. An alternative solution that does not require any additional components is provided by Fig. 2 shown, which is known from DE 10 2019 100 869 A1 (there Fig. 1; see in particular the explanations in the character description regarding Fig. 1, for example paragraphs

[0026] and

[0043] to

[0045] , which the Fig. 1. Describe, as well as the supplementary explanations regarding Fig. 3 in paragraphs

[0027] to

[0042] for further elements and functionalities not described in the present disclosure). In the embodiment according to Fig. Figure 2 of the present disclosure shows the position of a 3 / 2-way solenoid valve 112, which suppresses the backup valve pressure, in the supply of a relay valve 46 of a backup valve 8. During braking, the hydraulic pressure fully opens the relay valve 46. However, since the pneumatic pressure supply is interrupted, oscillation is suppressed.

[0023] In normal operation, a brake sensor located in a foot brake valve (see the explanations regarding the brake pedal 203 and master cylinder 202 in connection with Fig. 1) of the towing vehicle, a brake value signal is determined and transmitted to an electronic control unit 84. When the foot brake valve is actuated, a control pressure is set in control pressure lines 32a, 32b by correspondingly controlling an inlet valve 14 and an outlet valve 16. This control pressure causes a further relay valve 18 (“main relay valve”) to control a corresponding brake control pressure in an internal brake control line 40. The set brake control pressure is routed via a changeover valve 10, a brake control output p22 and an output brake control line 80 to a coupling head “brake” (yellow) 82.

[0024] Furthermore, a parking brake or a continuous braking function can be actuated via an inverted control pressure input p43. In the embodiment according to Fig. 2. A pressure release at the inverted control pressure input p43 leads to a pressure increase in the internal brake control line 40 and in the trailer control line 82 (coupling head "brake" (yellow)). The pressure then passes through the changeover valve 10. The changeover valve 10 closes the passage between the trailer control line 82 and the relay valve 46. During the application of the parking brake, the electronic trailer control is deactivated along with the pressure relief valve suppression. Alternatively, the "ignition off" case leads to the same scenario and result. Since the brake pedal is now pressed in parallel with the application of the parking brake (see diagram 2), the following occurs: Fig. 1) If the 3 / 2 solenoid valve 112 could be actuated, it remains open and the relay valve 46 is operated under pressure, generating a pneumatic output pressure. As described above, such operating conditions in conjunction with a small volume (typically 500 mm³) can 3) in a brake control line 62 between the pneumatic output of the hydraulic relay valve 46 and the changeover valve 10, leading to frequent pressure fluctuations and thus to oscillations.

[0025] To suppress the oscillation, according to Fig. 3 provided that the brake control line 62 delimits a cavity 302 with an increased volume V, i.e. the cavity 302 delimited by the brake control line 62 encloses a volume V that is greater than 500 mm 3 . In the through Fig. In embodiments 3 to 5 shown, the volume V of cavity 302 takes on a value of 1200 mm³ in each case. 3 This increased volume V prevents the brake control line 62 from filling too quickly. In the embodiment according to Fig. 4 and Fig. 5 The brake control line 62 is formed by a housing 303 of the valve system 301. The by Fig. 4 and Fig. The complex shape of cavity 302 shown in Figure 5 is made possible by casting two housing parts 303.1 and 303.2, which are joined together. In detail, the housing 303 comprises a cast first housing part 303.1 and a cast second housing part 303.2, the first housing part 303.1 and the second housing part 303.2 being assembled and together forming the brake control line 62. In the Fig. In the embodiment shown in Figure 4, the first (upper) housing part 301.1 forms a first part 62.1 of the brake control line 62 and the second (lower) housing part 301.2 forms a second part 62.2 of the brake control line 62.

[0026] Fig. Figure 6 shows an alternative embodiment in which the cavity is largely formed by a reservoir 304 for storing compressed air, which is arranged outside the housing 303. The reservoir 304 includes a pneumatic connecting line 305, which pneumatically connects the reservoir 304 to the brake control line 62. The volume of the cavity is comprised of the Fig.In the embodiment shown in Figure 6, the first partial cavity 302.1 comprises a first volume V1 and a second partial cavity 302.2. Compressed air, which is discharged through the relay valve 46, can flow into the brake control line 62 and, via the connecting line 305, into the reservoir 304, and in particular collect in the reservoir 304 without building up a pressure high enough to cause the oscillation described above. The reservoir 304, together with its connecting line, defines a larger partial cavity than the brake control line 62. This allows the brake control line 62 to be relatively small, so that the enlarged cavity as a whole does not lead to an increase in the size of the housing 303. In detail, the cavity consists of a smaller first partial cavity 302.1 (smaller first volume V1) and a larger second partial cavity 302.2 (larger second volume V2). The first partial cavity is 302.1 is limited by the brake control line 62, whereas the second partial cavity 302.2 is limited by the container 304 together with its connecting line 305. Reference sign p pneumatic output pressure p22 Brake control output p43 inverted control pressure input V Volume of the brake control line V1 first volume V2 second volume 10 changeover valve 14 Inlet valve 16 Exhaust valve 18 additional relay valve (“main relay valve”) 32a Control pressure line 32b Control pressure line 40 Brake control line 46 Relay valve 62 internal brake control line 62.1 first part brake control line 62.2 first part brake control line 80 output brake control line 82 Trailer control cable / coupling head “brake” (yellow) 84 electronic control unit 112 3 / 2-solenoid valve 201 Braking system 202 Master cylinders 203 Brake pedal 204 piston valves 205 spring 206 Hydraulic control channel 207 Trailer brake pressure control system 208 Backup relay valve assembly 209 Piston-spring structure 210 Backup relay valve 211 Air inlet 212 Air outlet 213 Vent connection 214 fitting 215 Solenoid valve 301 Valve system 302 Cavity 302.1 first partial cavity 302.2 second partial cavity 303 Housing 303.1 first housing part 303.2 second housing part 304 containers 305 pneumatic connecting line

Images