Trailer control module for brake system and parking brake system

Description

[0001] The present invention relates to a trailer control module for a braking device, in particular an electronic parking brake device, for a vehicle, in particular a commercial vehicle, with at least one control piston; and with at least one housing in which the control piston is received.

[0002] Furthermore, the present invention relates to a parking brake device, in particular an electronic parking brake device, for a vehicle, in particular a commercial vehicle, with at least one trailer control module as described above. Moreover, the present invention relates to a commercial vehicle, in particular with at least one towing vehicle and at least one trailer, with at least one parking brake device and at least one trailer control module as described above.

[0003] Parking brake systems and related trailer control modules for vehicles, and especially commercial vehicles, are already known from the prior art. With regard to commercial vehicles, braking systems using compressed air as the pressure fluid are employed, which can operate the spring-applied brake cylinders of a commercial vehicle as well as the brakes of a trailer.

[0004] DE 10 2015 107 125 A1 discloses a device for controlling a braking system for a commercial vehicle, comprising a parking brake control valve for providing a parking brake function for the commercial vehicle and a trailer control valve for providing a parking brake function and an electric braking function for the trailer, wherein the trailer control valve has a parking brake piston that is slidably arranged to control, depending on a ventilation state of a fourth trailer control valve connection, a ventilation of a second trailer control valve connection via the first trailer control valve connection for providing the parking brake function and the electric braking function.

[0005] Furthermore, DE 10 2016 003 034 A1 discloses a vehicle, in particular a commercial vehicle, with an electronic parking brake, which has at least one electropneumatic component for actuating the parking brake and a control device for controlling at least one such electropneumatic component. A key aspect of the invention is that at least one such electropneumatic component and / or the control device is / are at least partially integrated into a component that is distinct from a compressed air preparation unit.

[0006] The trailer control modules in the prior art always require a signal from the parking brake system, which switches the trailer control module (also called trailer control valve) to the driving or parked state and ensures that this state does not change unintentionally. Furthermore, in the prior art, the rigid functional coupling between the parking brake system and the trailer control module means that the trailer's parking brake cannot be controlled independently of the towing vehicle's parking brake.

[0007] Furthermore, there are different parking strategies (trailer braked or unbraked) which are determined by the design of the trailer control module. Consequently, a pneumatic parking brake in the towing vehicle is always necessary to switch the trailer between parked and driving modes, which makes the circuit arrangement for the parking brake and trailer control module complex, expensive, and space-consuming.

[0008] Further problems arise from the varying length of the control line from the parking brake system to the trailer control valve in different vehicle types, resulting in fluctuations in the volume of the control line for the parking brake system. For example, a small volume in the control line can lead to rapid pressure build-up and release in the line to the trailer control module. Conversely, a large volume in the control line results in slower pressure build-up and release. Consequently, the control behavior of the electronic parking brake system, in conjunction with the trailer control module, is complex and difficult to fine-tune to ensure proper and safe operation.

[0009] The object of the present invention is to further develop a trailer control module of the type mentioned at the outset in an advantageous manner, in particular in that the trailer control module is structurally simpler and more cost-effective and is improved with regard to its control behavior and has an increased functional density.

[0010] This problem is solved according to the invention by a trailer control module with the features of claim 1. It is provided that a trailer control module for a braking device, in particular an electronic parking brake device, for a vehicle, in particular a commercial vehicle, is provided with at least one control piston; and with at least one housing in which the control piston is received, wherein the housing has at least one control connection and at least one feedback connection for controlling the control piston, wherein the housing further has at least one supply connection which is connected to at least one supply line for supplying the trailer control module with pressurized fluid, wherein the control piston can be controlled bistablely via the control connection and via the feedback connection.

[0011] The invention is based on the fundamental idea that the bistable behavior of the trailer control module is not provided by a braking or parking brake system, as is customary in the prior art, but by the trailer control module itself. This has the advantage that the trailer control module can be equipped with its own independent bistability, which previously had to be provided in a complex manner by the parking brake system and its associated control line. Switching between the different parking strategies of a trailer (braked or unbraked) with a coupled parking brake system has previously only been possible via electronic control and then only with considerable additional effort and external components. With integrated bistability of the trailer control module, this electronic control can be implemented via a software function without additional effort and, in particular, can be controlled independently of the parking brake system.These regulations offer significant advantages regarding the functional design of the trailer control module. Furthermore, the inclusion of a feedback connection creates an improved and simplified structural and functional foundation, enabling the bistability of the trailer control module to be implemented particularly advantageously, independently, and precisely. It is conceivable that the control connection is linked to a first pressure chamber formed by a first pneumatic working surface of the control piston and by the housing. It is also conceivable that the feedback connection is linked to a second pressure chamber formed by a second pneumatic working surface of the control piston and by the housing.The resulting pressure force in the first pressure chamber, acting on the first pneumatic contact surface, is opposite to the resulting pressure force in the second pressure chamber, acting on the second pneumatic contact surface. Furthermore, the trend towards electrification in commercial vehicles can be observed, meaning that these will increasingly be electrically driven in the future (directly electric or via a fuel cell, for example) and braked accordingly purely electromechanically. For these vehicles, more precisely the towing vehicles, the pneumatic parking brake system is no longer necessary. However, if such a towing vehicle is to be coupled with a conventional trailer with compressed air brakes, the towing vehicle can be equipped with the trailer control module according to the invention, but no longer with an additional electronic parking brake system, which leads to savings in weight, cost, and installation space.In summary, the trailer control module according to the invention can be provided either with or without a parking brake device in a towing vehicle of a commercial vehicle, wherein the parking brake device of the trailer can be controlled or regulated by the trailer control module according to the invention independently of the parking brake device of the towing vehicle.

[0012] Furthermore, it can be provided that the control connection is connectable to at least one first control line, wherein the supply line has at least one supply line branch, and the control connection is connectable to the supply line via the first control line and via the supply line branch. By connecting the first control line to the supply line, no additional control line needs to be provided from an electronic parking brake to the trailer control module. This has the advantage that the length of the control line is significantly reduced, and thus the problems described above regarding the controllability or regulating of the trailer control module and / or the parking brake no longer occur.If a connection to an electronic parking brake is planned, this offers advantages, particularly for the controllability of the trailer control module and the trailer's parking brake, since variable lengths of the control lines to the trailer control valve no longer negatively affect the control volume of the electronic parking brake system. The control behavior of the electronic parking brake system is thus improved and consequently easier and more precise to adjust and apply.

[0013] Furthermore, it is conceivable that the first control line has at least one first control branch, with the feedback connection being connectable to the first control branch via at least one feedback line. This type of pneumatic connection also offers a structurally simple and reliable way to connect the control connection and the feedback connection to the same compressed air source, i.e., the supply line, and to connect the control connection to the feedback connection. This provides a structurally very simple and cost-effective setup for the bistability functionality. Moreover, this connection allows for short cable lengths, thus enabling fast and precise control of the control connection and the feedback connection.

[0014] The housing may be designed to have a trailer control connection for controlling the service brake of a trailer, which is connected to a trailer control line. It is conceivable that the feedback connection is essentially directly integrated into and / or on the housing. Additionally or alternatively, it is conceivable that the feedback connection is configured as at least one branch of the trailer control line or as the trailer control connection itself. For example, this could mean that the feedback connection is the trailer control connection. In a sense, the trailer control connection, the feedback connection, and / or the trailer control line can be connected to the control connection via the feedback line and the first control line.

[0015] Furthermore, it is conceivable that at least one choke is arranged in the first control line and / or in the feedback line. In particular, it is possible to provide for at least one choke in the feedback line. A choke allows for different filling or pressure rates at the control port and / or the feedback port, and thus also at different rates at the first and second pressure chambers communicating with them. Consequently, bistable behavior of the control piston can be linked to a change in its switching position for controlling the trailer brake. This allows for a very simple structural design of the trailer control module, since a choke represents a very reliable, mature, and well-known method of controlling the pressure gradients at the control port or the feedback port.

[0016] Furthermore, it is possible that at least one first control valve, in particular a 2 / 2-way solenoid control valve, is arranged in the first control line. The control valve is specifically designed as a 2 / 2-way shut-off valve, so that it provides a closed position and a free position for the first control line. By defining or pulsedly closing and opening the first control line with the first control valve, the pressures at the control port and the feedback port can be kept constant or changed in a predetermined or defined manner, so that the bistable behavior of the trailer control valve is improved by this first control valve and the control of the trailer brake can be carried out even more precisely.Furthermore, a magnetic control valve is advantageous because its control can be carried out quickly and precisely, independently of the pneumatic switching state of the parking brake, and thus a functional extension can be easily provided.

[0017] Furthermore, the trailer control module may be provided with at least one control valve arrangement or be coupled to at least one control valve arrangement, wherein the control valve arrangement can be connected to the first control line and / or to the feedback line. The control valve arrangement is advantageous because it allows, for example, the precise and controlled venting of the control port and the feedback port. By venting the control port and the feedback port, the pressures in the first and second pressure chambers can be reduced, so that, in response, for example, the chamber pressure in the second pressure chamber can be reduced, which in turn can be used as a control pressure for the service brake of a trailer. Therefore, venting is essential for the precise and controlled operation of the trailer control module.

[0018] It is also conceivable that the control valve arrangement includes at least one second control valve and / or at least one third control valve. Dividing the control valve arrangement into at least one second control valve and at least one third control valve has the advantage that these valves can be assigned different functions or combinations of functions, thus increasing the range of functions and the controllability or regulatory capability of the trailer control module.

[0019] Furthermore, it is conceivable that the second control valve is designed as a pneumatically actuated 2 / 2-way control valve and / or that the third control valve is designed as a 2 / 2-way solenoid control valve. Such a control valve arrangement makes it possible to provide a purely pneumatic backup control option, thus increasing the operational reliability of the trailer control module and consequently of the entire commercial vehicle. In this context, it is conceivable that the 2 / 2-way solenoid control valve is used for regular operation, thereby utilizing its advantages in terms of dynamic and precise control through the venting of the first control line and the feedback line. In an undesired operating condition (e.g., if...)If the first and / or third control valve fails, the second control valve can be used as a fallback, by means of which control as described above is still possible, thus significantly increasing the overall safety of the trailer control module and the vehicle.

[0020] Furthermore, it is possible for the housing to have at least one backup control connection that can be connected to at least one control output of at least one foot brake module via at least one foot brake valve control line. The backup control connection increases the overall safety of the trailer control module and the vehicle or commercial vehicle, since in the event of an undesired operating condition (for example, if the first and / or third control valve fails or there is an electronic problem in the control unit for their activation), pneumatic controllability independent of the electronic control system is still guaranteed for the trailer control module.

[0021] Additionally, the second control valve may be provided with at least one pneumatic valve control port, which can be connected to the foot brake valve control line via at least one second control line. Connecting the trailer control module to the foot brake module via the foot brake valve control line is particularly advantageous from a functional point of view. This is because the foot brake module already outputs a pneumatic control signal for actuating the service brake, which, in addition to its actual use, can also be used particularly easily for controlling the trailer control module in the backup scenario described above.

[0022] Furthermore, it is conceivable that the first control line has at least one second control branch located between the first control valve and the first control branch, with the control valve assembly being connectable to the second control branch via at least one second control line. This circuit structure offers the advantage that both the first control line and the feedback line can be controlled simultaneously and jointly by the control valve assembly. Moreover, the combination with the first and third control valves results in additional and advantageous circuit combinations (e.g., a trailer test state) that are very easy to implement. For these reasons, fewer components are required for their control, allowing the trailer control module to be smaller, safer, more cost-effective, and requiring less installation space.

[0023] It is also conceivable that the second control valve is located in the feedback line. This circuit configuration offers the advantage that, in backup mode, the feedback line can be blocked by the second control valve, thus preventing the second pressure chamber in the trailer control module from being controlled. While this eliminates the bistable behavior of the trailer control module, this behavior is not required in backup mode anyway. Consequently, the control of the trailer control module is simplified in backup mode, leading to increased operational reliability of both the trailer control module and the commercial vehicle.

[0024] Furthermore, the throttle can be integrated into the second control valve. This design saves a lot of space, as the throttle does not need to be positioned and mounted externally relative to the second control valve. In addition, it reduces the number of connections required to connect the throttle to the second control line.

[0025] Furthermore, the present invention relates to a parking brake device, in particular an electronic parking brake device, for a vehicle, in particular a commercial vehicle, with at least one trailer control module as described above according to one of the preceding claims. All structural and functional features related to the trailer control module as described above and its possible embodiments can also be provided, alone or in combination, in the parking brake device according to the invention, and the associated advantages can be achieved.

[0026] Furthermore, the present invention relates to a commercial vehicle, in particular comprising at least one towing vehicle and at least one trailer, with at least one parking brake device and at least one trailer control module described above. All structural and functional features related to the trailer control module and parking brake device described above, as well as to the possible embodiments, can be provided individually or in combination in the commercial vehicle according to the invention, and the associated advantages can be achieved.

[0027] According to the present description, a conduit, for example any of the conduits described herein, can be a channel and / or be functionally designed as a channel.

[0028] Further details and advantages of the invention will now be explained in more detail with reference to the exemplary embodiments shown in the drawings.

[0029] They show: Fig. 1 a schematic representation of a first embodiment of a trailer control module according to the invention; Fig. 2 a schematic representation of the first embodiment of the trailer control module according to the invention. Fig. 1 ; Fig. 3 a further schematic representation of the first embodiment of the trailer control module according to the invention Fig. 1 Fig. 4 a schematic representation of a second embodiment of a trailer control module according to the invention; Fig. 5 a schematic representation of a third embodiment of a trailer control module according to the invention; Fig. 6 a schematic representation of a fourth embodiment of a trailer control module according to the invention; Fig. 7 a schematic representation of the fourth embodiment of the trailer control module according to the invention. Fig. 6 ; Fig. 8 a schematic representation of a fifth embodiment of a trailer control module according to the invention; and Fig. 9 a schematic representation of a sixth embodiment of a trailer control module according to the invention.

[0030] Fig. 1 Figure 1 shows a schematic representation of a first embodiment of a trailer control module 10 according to the invention for an electronic parking brake device 12 of a commercial vehicle.

[0031] The trailer control module 10 has a housing 14, in which a control piston 16 is accommodated.

[0032] The housing 14 has a supply connection 18 which is connected to a supply line 20 for supplying the trailer control module 10 with pressure fluid in the form of compressed air.

[0033] Supply line 20 can either be connected to a supply line of a braking device or a parking brake device of a commercial vehicle, or directly to a connection of a multi-circuit protection valve.

[0034] Supply line 20 has a supply line branch 20a.

[0035] The housing 14 further has a control connection 14a, which can be connected to a first control line 22 for controlling the control piston 16.

[0036] According to Fig. 1 The control connection 14a can be connected to the supply line 20 via the first control line 22 and via the supply line branch 20a.

[0037] Consequently, the first control line 22 extends from the supply line branch 20a parallel to the supply line 20.

[0038] The housing 14 further features a feedback port 14b for controlling the control piston 16.

[0039] According to Fig. 1 The control port 14a is connected to a first pressure chamber 14c, which in the assembled state is at least partially formed by a first pneumatic working surface 16a of the control piston 16 and by a housing shoulder of the housing 14.

[0040] Accordingly, the feedback port 14b is connected to a second pressure chamber 14d, which in the assembled state is at least partially formed by a second pneumatic working surface 16b of the control piston 16 and by a further housing shoulder of the housing 14.

[0041] The first control line 22 also has a first control branch 22a.

[0042] The feedback connection 14b can be connected to the first control branch 22a via a feedback line 24.

[0043] Thus, the feedback line 24 extends from the first control branch 22a parallel to the first control line 22.

[0044] A choke 26 is arranged in the feedback line 24.

[0045] Additionally or alternatively, it may be provided that a further choke is arranged in the first control line 22.

[0046] A first control valve 28 is further arranged in the first control line 22.

[0047] The first control valve 28 is designed as a 2 / 2-way solenoid control valve and has a closed position and a free position, wherein the first control valve 28 is in the closed position when de-energized.

[0048] The trailer control module 10 further includes a control valve arrangement 30.

[0049] Additionally or alternatively, it may be provided that the trailer control module 10 is coupled or connectable to the control valve arrangement 30.

[0050] The control valve arrangement 30 is according to Fig. 1 connected to the first control line 22.

[0051] Additionally or alternatively, it may be provided that the control valve arrangement 30 can be connected to the feedback line 24.

[0052] The control valve arrangement 30 has a second control valve 32 and a third control valve 34.

[0053] The second control valve 32 is designed as a pneumatically actuated 2 / 2-way control valve and has a closed position and a vented position, wherein the second control valve 32 is in the closed position when there is no control pressure.

[0054] The third control valve 34 in turn is designed as a 2 / 2-way solenoid control valve and also has a closed position and a venting position, whereby the third control valve 34 is also in the closed position when de-energized.

[0055] The housing 14 further features a backup control port 14e, which can be connected to a control output of a foot brake module (not shown) via a foot brake valve control line 36.

[0056] The foot brake valve control line 36 is connected via a backup control line 44 to the second control valve 32 via a pneumatic valve control port 32a of the second control valve 32.

[0057] A fourth control valve 40 in the form of a 2 / 2-way solenoid control valve is arranged in the foot brake valve control line 36.

[0058] The fourth control valve 40 has a closed position and a flow position, wherein the fourth control valve 40 is in the closed position when de-energized (in Fig. 1 However, it is shown in reverse, in which the fourth control valve 40 is shown in the open position in the de-energized state).

[0059] The housing 14 also contains a backup control piston 42, whose pneumatic working surface 42a together with the housing forms a third pressure chamber 14f.

[0060] The first control line 22 further has a second control branch 22b, which is arranged between the first control valve 28 and the first control branch 22a.

[0061] The control valve arrangement 30 is controlled via a corresponding second control line 38 according to Fig.1 connected to the second tax branch 22b.

[0062] The trailer control module 10 has according to Fig. 1 furthermore, a 14g trailer control connection for the service brake of a trailer (not in Fig. 1 shown) which leads into the second pressure chamber 14d and is further connected to a corresponding trailer control line 46.

[0063] In a sense, the feedback port 14b is connected via the second pressure chamber 14d to the trailer control port 14g and thus to the trailer control line 46.

[0064] A pressure sensor 48 is also arranged in this trailer control line 46.

[0065] Trailer control module 10 shows according to Fig. 1 furthermore, a trailer supply connection 14h for the compressed air supply of the trailer, which leads into a fourth pressure chamber 14i of the housing 14 and is also connected to a corresponding trailer supply line 50.

[0066] At the bottom of the housing 14, a vent 54 is also arranged, which is connected to a central vent channel that extends axially from the bottom to approximately halfway through the housing 14 and forms a free end there.

[0067] In the area of ​​the free end, a guide or sealing sleeve 56 is arranged axially displaceable on the vent channel and forms a first sealing seat with the valve piston 16 in its closed position (with the first and second control ports 14a, 14b vented).

[0068] Furthermore, the guide or sealing sleeve 56 can form a further sealing seat with a housing projection or housing shoulder arranged below it in the assembled state.

[0069] According to Fig. 1 The trailer control module 10 structurally forms the system boundary shown by the dashed line, so that, according to the first embodiment, all the aforementioned pneumatic components such as the housing, valves, lines, connections, branches, etc., which are in Fig. 1 The components shown can form a structural unit in the form of the trailer control module 10, either individually or in combination.

[0070] The other connections shown at the system boundary are to be understood as examples, so that one or more of these connections may alternatively have a different position outside or inside the system boundary.

[0071] Furthermore, the present invention relates to an electronic parking brake device 12 for a commercial vehicle with the trailer control module 10 described above.

[0072] All structural and functional features relating to the trailer control module 10 described above and its possible embodiments can also be provided, alone or in combination, in the parking brake device 12 according to the invention, and the associated advantages can be achieved.

[0073] Furthermore, the present invention relates to a commercial vehicle with a towing vehicle and with at least one trailer as well as with the parking brake device described above and with a trailer control module 10 described above.

[0074] All structural and functional features relating to the trailer control module 10 and the parking brake device 12 described above, as well as the possible embodiments, can be provided alone or in combination in the commercial vehicle according to the invention and the associated advantages can be achieved.

[0075] The function of the trailer control module 10 can now be described as follows: In Fig. 1 The diagram shows a switching state of the trailer control module 10, which corresponds to a parking state of the commercial vehicle at a standstill with a braked trailer.

[0076] In the braked state, the maximum possible controllable control pressure of approximately 8.5 bar is applied to the trailer control line 46, which allows the service brakes of the trailer to be controlled and to function as parking brakes when the commercial vehicle is stationary, with the additional or alternative use of spring brake cylinders also being conceivable.

[0077] To achieve this state, the first control valve 28 is controlled by a control or regulating device connected to it (not in Fig. 1 (shown) open until the maximum control pressure is present at the control port 14a and the feedback port 14b.

[0078] The control piston 16 can therefore be controlled bistablely via the control connection 14a and via the feedback connection 14b.

[0079] As a result, the control piston 16 is in its maximum open position, so that the supply port 18 is connected to the trailer control port 14g via the second pressure chamber 14d and the trailer brake cylinders are actuated with maximum control pressure, which corresponds to maximum braking effect.

[0080] As soon as the maximum control pressure is reached, the first control valve 28 is closed again, whereby during the pressure build-up the control valve arrangement 30, i.e. the second and third control valves 32, 34 each remain in the closed position.

[0081] The pressure forces resulting from the pressures in the first and second pressure chambers 14c, 14d, acting in opposite directions, and the force of the piston spring 52 form a balance of forces, so that the control piston 16 is at rest at maximum pressure.

[0082] The fact that the control piston 16 can be moved from this equilibrium into other stable switching positions is due in particular to the choke 26, which is arranged in the feedback line 24.

[0083] Since the first control line 22 and the feedback line 24 are subjected to the same control pressure, during printing the first and second pressure chambers 14c, 14d are printed via the control port 14a and the feedback port 14b.

[0084] However, since a throttle 26 is arranged in the feedback line 24, the first control line 22 has a larger pressure gradient than the second control line 24.

[0085] Since the control pressure is built up faster in the first pressure chamber 14c than in the second control chamber 14d, the control piston 16 can initially move axially towards the second pressure chamber 14d within a predetermined time period (e.g. as long as the first control valve 28 is open) until the corresponding control pressure has also built up there with a delay and generates a corresponding counterforce, so that the control piston 16 then comes to a standstill and assumes a stable position.

[0086] For venting through the third control valve 34 (in normal operation), the previously described procedure applies in reverse order, with a corresponding switching position of the control piston in Fig. 2 is shown.

[0087] Fig. 2 Figure 1 shows a further schematic representation of the first embodiment of the trailer control module 10 according to the invention. Fig. 1 .

[0088] In Fig. 2 The trailer control module 10 is in its vented state, with respect to which the control port 14a and the feedback port 14b have previously been vented to atmospheric pressure or near atmospheric pressure via the third control valve 34.

[0089] The vented state can be recognized by the position of the control piston 16, which is in its lowest position and together with the sealing sleeve 56 forms the corresponding vent valve seat.

[0090] In Fig. 2 It is also evident that the control piston 16 has axially displaced the sealing sleeve 56 in the vent position, so that the trailer control line 46 is connected to the vent 54 via the second pressure chamber 14d (see also Fig. 1 ).

[0091] However, the position of control piston 16 and sealing sleeve 56 still allows the connection between supply port 18 of the trailer control module 10 and the trailer supply port 14h, so that, for example, a compressed air tank of the trailer or another consumer can still be supplied with compressed air.

[0092] The in Fig. 2 The piston position shown corresponds on the one hand to the moving state of the commercial vehicle (i.e. its driving state), since there is no control pressure on the trailer control line 46, and therefore the brakes of the trailer are not actuated and consequently no braking effect is achieved.

[0093] Alternatively, the in Fig. 2 The piston position shown also corresponds to a parked state of the commercial vehicle (i.e., at a standstill) when the so-called trailer test is performed.

[0094] The related to Fig. 1 und 2 The described switching positions of the control piston 16 represent, under intended or normal conditions, the two switching position limit states with respect to which, on the one hand, the maximum braking effect can be achieved (cf. Fig. 1 ) or no braking effect can be achieved (cf. Fig. 2 ).

[0095] By means of a correspondingly timed (i.e. according to a defined time period) ventilation or venting of the control connection 14a and the feedback connection 14b (by actuating the first or third control valve 28, 34) additionally defined intermediate positions of the control piston 16 between these two limit states can be controlled, so that the regular service brake control of the trailer is thereby controlled during the driving state.

[0096] The bistability of the control piston 16 is achieved by allowing the brake pressure to the trailer to be transmitted to the control line 22 via the feedback line 24, which allows the control pressure to decrease or increase depending on whether the control or brake pressure is higher or becomes higher.

[0097] If the pressure is not regulated by the valves, the pressure can continue to rise and the control piston 16 moves into the switching position, which corresponds to a park state (cf. Fig. 1 ), or the pressure can drop and the control piston 16 moves into the switching position that corresponds to a driving condition (cf. Fig. 2 ).

[0098] As in Fig. 1 As shown, in the parking position, the first pressure chamber 14c is connected via the feedback line 24, and the second pressure chamber 14d is connected to the third pressure chamber 14f. If there is an air leak in the first pressure chamber 14c or the associated control line 22, air is supplied via this connection or path. This maintains the control pressure at the control piston 16, and the control piston 16 remains stable in the switching position corresponding to a parked state.

[0099] As in Fig. 2 As shown, during driving, the first pressure chamber 14c is connected to the second pressure chamber 14d and thus to the vent 54 via the feedback line 24. If a leak occurs and air flows into the first pressure chamber 14c or into the associated control line 22, the air can be vented via this connection or path (i.e., it is ventable), and the vehicle can safely remain in driving mode, or the control piston 16 remains stable in the switching position corresponding to a driving state.

[0100] Consequently, the issues related to Fig. 1 und 2 The described switching positions define two stable states of the control piston 16; i.e., in other words, the bistability.

[0101] Consequently, the control piston 16 can be controlled bistablely via the control connection 14a and via the feedback connection 14b.

[0102] Referring to Fig. 1 und Fig. 2 Is it additionally or alternatively conceivable that at least one connection, for example a line, integrated into the housing 14 can be provided, which connects the first pressure chamber 14c and the second pressure chamber 14d?

[0103] In this case, the feedback line 24 can be designed as an integrated line within the housing 14. Accordingly, its respective (integrated) outlets to the first pressure chamber 14c and the second pressure chamber 14d can be understood as a control connection, for example the control connection 14a, and a feedback connection, for example the feedback connection 14b.

[0104] Fig. 3 Figure 1 shows a further schematic representation of the first embodiment of the trailer control module 10 according to the invention. Fig. 1 .

[0105] In Fig. 3 The backup case is shown, i.e., a defect or failure has occurred in one of the control valves 28, 32, 34 and / or in the control unit for their actuation.

[0106] In this case, the fourth control valve 40 moves into the position specified above. Fig. 1 bis 3 shown switching position, so that the foot brake valve control line 36 is printed, which results in printing of the pneumatic control input 32a of the second control valve 32 and the backup control port 14e of the housing 14.

[0107] In response, the second control valve 32 moves into the Fig. 3 shown flow position, so that the control port 14a and the feedback port 14b are vented and the control piston 16 moves into the lowest position and closes the valve seat with the vent sleeve 56.

[0108] Furthermore, printing on the backup control port 14e results in the backup piston 42 then moving into the Fig. 3 The position shown shifts and, with further shifting, opens the valve seat from the vent sleeve 56 and the control piston 16.

[0109] This opening means that the supply connection 18 can now be reconnected to the trailer control line 46, which in the backup case leads to a safe and purely pneumatic braking of the trailer, in the manner already described above.

[0110] To reduce the braking effect, the trailer control line 46 must be bled, which is done by moving the backup piston 42 to its uppermost position, thus clearing the air according to Fig. 2 The displayed switch position can be transferred to the backup case.

[0111] Fig. 4 shows a schematic representation of a second embodiment of a trailer control module 110 according to the invention.

[0112] The in Fig. 4 The second embodiment of the trailer control module 110 according to the invention, as illustrated, has essentially the same structural and functional features as the one described in the Fig. 1 bis 3 The first embodiment of the trailer control module 10 according to the invention is shown.

[0113] Only the following structural and functional differences in characteristics will be highlighted: According to Fig. 4 The second control valve 32 is arranged in the feedback line 24.

[0114] The second control valve 32 is further arranged in the feedback line 24 between the throttle 26 and the feedback port 14b.

[0115] Fig. 5 shows a schematic representation of a third embodiment of a trailer control module 210 according to the invention.

[0116] The in Fig. 5 The third embodiment of the trailer control module 210 according to the invention, as illustrated, has essentially the same structural and functional features as the one described in Fig. 4 The second embodiment of the trailer control module 110 is shown.

[0117] Only the following structural and functional differences in features are to be shown: The throttle 26 is integrated into the second control valve 32, so that a more compact and efficient valve assembly is formed and the throttling effect can be locked.

[0118] Fig. 6 und Fig. 7 show a schematic representation of a fourth embodiment of a trailer control module 310 according to the invention.

[0119] The in Fig. 6 und 7 The fourth embodiment of the trailer control module 310 according to the invention, as illustrated, has essentially the same structural and functional features as the one described in Fig. 1 und 2 The first embodiment of the trailer control module 10 is shown.

[0120] Furthermore, in Fig. 6 the stable state of bistability shown, which with respect to the first embodiment of the trailer control module 10 in Fig. 1 is shown, and in Fig. 7 The stable state of bistability is shown, which with respect to the first embodiment of the trailer control module 10 in Fig. 2 shown.

[0121] Only the structural and functional differences in characteristics will be shown below.

[0122] The feedback port 14b is configured as the trailer control port 14g. In a sense, the feedback port 14b forms the trailer control port 14g. In other words, the feedback port 14b also functions as the trailer control port 14g.

[0123] The trailer control line 46, which is connected to the feedback connection 14b functioning as the trailer control connection 14g, has a trailer control line branch 58 to which the feedback line 24 is connected.

[0124] The feedback connection 14b can therefore be connected to the first control branch 22a via the trailer control line branch 58 and the feedback line 24.

[0125] Additionally or alternatively, it is also conceivable that the feedback connection 14b is designed as the trailer control line branch 58.

[0126] Additionally or alternatively, it is also conceivable that the feedback line 24 is connected to the feedback connection 14b and has the trailer control line branch 58, with which the trailer control line 46 can be connected or is connected.

[0127] In contrast to the first embodiment, the feedback line 24 is no longer connected to the second pressure chamber 14d, but to the trailer control line 46. However, in a sense, the feedback line 24 is still connected to the second pressure chamber 14d via the trailer control line 46.

[0128] The brake pressure to the trailer can also be transmitted to the control line 22 via the feedback line 24, which means that the control pressure can decrease or increase depending on whether the control or brake pressure is higher or becomes higher.

[0129] If the pressure is not regulated by the valves, the pressure can continue to rise and the control piston 16 moves into the switching position, which corresponds to a park state (cf. Fig. 6 ), or the pressure can drop and the control piston 16 moves into the switching position that corresponds to a driving condition (cf. Fig. 7 ).

[0130] As in Fig. 6 As shown, when parked, the first pressure chamber 14c is connected via the feedback line 24, and the second pressure chamber 14d is connected to the third pressure chamber 14f. If there is a loss of air in the first pressure chamber 14c or the associated control line 22, air is supplied via this connection or path. This maintains the control pressure at the control piston 16, and the control piston 16 remains stable in the switching position corresponding to a parked state.

[0131] As in Fig. 7 As shown, during driving, the first pressure chamber 14c is connected to the second pressure chamber 14d and thus to the vent 54 via the feedback line 24. If a leak occurs and air flows into the first pressure chamber 14c or into the associated control line 22, the air can be vented via this connection or path (i.e., it is ventable), and the vehicle can safely remain in driving mode, or the control piston 16 remains stable in the switching position corresponding to a driving state.

[0132] Consequently, the issues related to Fig. 6 und 7 The described switching positions define two stable states of the control piston 16; i.e., in other words, the bistability.

[0133] Consequently, the control piston 16 can be controlled bistablely via the control connection 14a and via the feedback connection 14b.

[0134] In a sense, the control piston 16 can be controlled bistablely via the control connection 14a through the feedback connection 14b, in particular via the feedback connection 14b and the feedback line 24.

[0135] Referring to Fig. 6 und Fig. 7 Is it additionally or alternatively conceivable that at least one connection, for example a line, integrated into the housing 14 can be provided, which connects the first pressure chamber 14c and the second pressure chamber 14d?

[0136] In this case, the feedback line 24 can be designed as an integrated line within the housing 14. Accordingly, its respective (integrated) outlets to the first pressure chamber 14c and the second pressure chamber 14d can be understood as a control connection, for example the control connection 14a, and a feedback connection, for example the feedback connection 14b.

[0137] Fig. 8 shows a schematic representation of a fifth embodiment of a trailer control module 410 according to the invention.

[0138] The in Fig. 8 The fifth embodiment of the trailer control module 410 according to the invention, as illustrated, has essentially the same structural and functional features as the one described in the Figuren 6 und 7 The illustrated embodiment of the trailer control module 310 according to the invention is shown.

[0139] Only the following structural and functional differences in features are to be shown: The trailer control line 46, which is connected to the feedback connection 14b functioning as the trailer control connection 14g, also has the trailer control line branch 58, to which the feedback line 24 is connected.

[0140] This feedback line 24 is connected to the first control port 14a, with the second control valve 32 being arranged in the feedback line 24.

[0141] In a sense, the part of the feedback line 24 that is located between the second control valve 32 and the first control port 14a functions as a control line 22.

[0142] The feedback port 14b can therefore be connected to the first control port 14a via the trailer control line branch 58 and the feedback line 24 via the second control valve 32.

[0143] Additionally or alternatively, it is also conceivable that the feedback connection 14b is designed as the trailer control line branch 58.

[0144] Additionally or alternatively, it is also conceivable that the feedback line 24 is connected to the feedback connection 14b and has the trailer control line branch 58, with which the trailer control line 46 can be connected or is connected.

[0145] The second control valve 32 arranged in the feedback line 24 is designed here as a pneumatically actuated 3 / 2-way control valve and has a flow position and a vent position, wherein the second control valve 32 is in the flow position when there is no control pressure.

[0146] The second control valve 32 is connected via a PPB / EPB line 60 (i.e. a pneumatic parking brake / electronic parking brake line 60) to a PPB / EPB port (i.e. a pneumatic parking brake / electronic parking brake port, via which, for example, a corresponding parking brake actuation can be transmitted) of the parking brake device 12 and can be pneumatically controlled via this PPB / EPB line 60.

[0147] In the open position of the second control valve 32 (see Fig. 8 ) the first control connection 14a can be connected to the trailer control line 46 or connected via the feedback line 24 and thus also the first pressure chamber 14c.

[0148] In the venting position of the second control valve 32, the feedback line 24 is interrupted by the switching position of the second control valve 32 and the first control port 14a can be vented or is vented, and thus the first pressure chamber 14c (each via the part of the feedback line 24 which is located between the second control valve 32 and the first control port 14a).

[0149] Through the previously described setup of the feedback line 24, the brake pressure to the trailer can be transmitted via this feedback line 24 to the first control connection 14a, whereby the control pressure can decrease or increase depending on whether the control or the brake pressure is higher or becomes higher.

[0150] The second control valve 32 also allows the first control port 14a to be vented (in the venting position).

[0151] Furthermore, the foot brake valve control line 36, which is connected to the backup control port 14e of the housing 14, is connected to the first control valve 28 and the third control valve 34 by means of a branch.

[0152] The first control valve 28 is designed as a 2 / 2-way solenoid control valve and has a closed position and a free position, wherein the first control valve 28 is in the closed position when de-energized.

[0153] The first control valve 28 is also connected (in terms of piping) to the supply line branch 20a.

[0154] The supply line branch 20a can therefore be connected to the foot brake valve control line 36 via the first control valve 28 (in the flow position).

[0155] The third control valve 34 is designed as a 2 / 2-way solenoid control valve and has a closed position and a venting position, whereby the third control valve 34 is also in the closed position when de-energized.

[0156] Regarding bistability, in the Fig. 8 the stable state of bistability shown, which with regard to the fourth embodiment of the trailer control module 310 in Fig. 6 shown.

[0157] If the pressure is not regulated by the valves, the pressure can continue to rise and the control piston 16 moves into the switching position, which corresponds to a park state (cf. Fig. 8 ), or the pressure can drop and the control piston 16 moves into the switching position corresponding to a driving condition (not shown in the figures).

[0158] As in Fig. 8 As shown, in the parking position, the first pressure chamber 14c is connected via the feedback line 24, and the second pressure chamber 14d is connected to the third pressure chamber 14f. If there is an air leak in the first pressure chamber 14c, air is supplied via this connection or path. This maintains the control pressure at the control piston 16, and the control piston 16 remains stable in the switching position corresponding to a parked state.

[0159] During driving (not shown in the figures), the first pressure chamber 14c is connected to the vent via the feedback line 24 and the second control valve 32 (in the venting position). If a leak occurs and air flows into the first pressure chamber 14c, the air can be vented via this connection or path (i.e., it is ventable), and the vehicle can safely remain in driving mode, or the control piston 16 remains stable in the switching position corresponding to a driving state.

[0160] Consequently, two stable states of the control piston 16 can be defined; i.e., in other words, the bistability.

[0161] Consequently, the control piston 16 can be controlled bistablely via the control connection 14a and via the feedback connection 14b.

[0162] In a sense, the control piston 16 can be controlled bistablely via the control connection 14a through the feedback connection 14b, in particular via the feedback connection 14b and the feedback line 24.

[0163] Fig. 9 shows a schematic representation of a sixth embodiment of a trailer control module 510 according to the invention.

[0164] The in Fig. 9 The sixth embodiment of the trailer control module 510 according to the invention, as illustrated, has essentially the same structural and functional features as the one described in the Figur 8 The illustrated embodiment of the trailer control module 410 according to the invention is shown.

[0165] Only the following structural and functional differences in features are to be shown: The trailer control line 46, which is connected to the feedback connection 14b functioning as the trailer control connection 14g, also has the trailer control line branch 58, to which the feedback line 24 is connected.

[0166] This feedback line 24 is connected to the first control port 14a, with the second control valve 32 being arranged in the feedback line 24.

[0167] In a sense, the part of the feedback line 24 that is located between the second control valve 32 and the first control port 14a functions as a control line 22.

[0168] The feedback port 14b can therefore be connected to the first control port 14a via the trailer control line branch 58 and the feedback line 24 via the second control valve 32.

[0169] Additionally or alternatively, it is also conceivable that the feedback connection 14b is designed as the trailer control line branch 58.

[0170] Additionally or alternatively, it is also conceivable that the feedback line 24 is connected to the feedback connection 14b and has the trailer control line branch 58, with which the trailer control line 46 can be connected or is connected.

[0171] The second control valve 32 arranged in the feedback line 24 is designed here as a pneumatically controlled 2 / 2-way control valve and has a flow position and a blocking position, wherein the second control valve 32 is in the flow position when there is no control pressure.

[0172] The second control valve 32 is connected via the PPB / EPB line 60 (i.e. the pneumatic parking brake / electronic parking brake line 60) to the PPB / EPB connection (i.e. the pneumatic parking brake / electronic parking brake connection, via which, for example, a corresponding parking brake actuation can be transmitted) of the parking brake device 12 and can be pneumatically controlled via this PPB / EPB line 60.

[0173] Furthermore, the second control valve 32 is connected to the foot brake valve control line 36 and can also be pneumatically controlled via this foot brake valve control line 36.

[0174] In the open position of the second control valve 32 (see Fig. 9 ) the first control connection 14a can be connected to the trailer control line 46 or connected via the feedback line 24 and thus also the first pressure chamber 14c.

[0175] In the blocked position of the second control valve 32, the feedback line 24 is interrupted by the switching position of the second control valve 32.

[0176] The feedback line 24 also has a first branch 62 and a second branch 64, which are located between the second control valve 32 and the control port 14a.

[0177] A connecting line connects the first branch 62 of the feedback line 24 to the foot brake valve control line 36, with a fifth control valve 66 being arranged in this connecting line.

[0178] The fifth control valve 66 arranged in the connecting line is designed here as a pneumatically actuated 2 / 2-way control valve and has a flow position and a blocking position, wherein the fifth control valve 66 is in the blocking position when there is no control pressure.

[0179] The fifth control valve 66 is connected to the PPB / EPB connection of the parking brake device 12 via the PPB / EPB line 60 and can be pneumatically controlled via this PPB / EPB line 60.

[0180] In the open position of the fifth control valve 66, the first control port 14a can be connected to the foot brake valve control line 36 or is connected via the feedback line 24, in particular a section of the feedback line 24.

[0181] In the locked position of the fifth control valve 66 (see Fig. 9 ) the feedback line 24 is / will be separated from the foot brake valve control line 36 by the switching position of the fifth control valve 66 or the said connecting line is / will be interrupted.

[0182] Since the second control valve 32 is in the open position in a control pressure-free state and the fifth control valve 66 is in the closed position in a control pressure-free state, both control valves 32, 66 can only ever be in opposite switching positions by means of a (e.g. sole) control via the PPB / EPB line 60.

[0183] Through the previously described setup of the feedback line 24, the brake pressure to the trailer can be transmitted via this feedback line 24 to the first control connection 14a, whereby the control pressure can decrease or increase depending on whether the control or the brake pressure is higher or becomes higher.

[0184] Furthermore, the first control valve 28 and the third control valve 34 are connected to the feedback line 24 by means of the second branch 64 of the feedback line 24.

[0185] The foot brake valve control line 36, which is connected to the backup control port 14e of the housing 14, can thus be connected or is connected via the fifth control valve 66 as well as the first and second branches 62, 64 of the feedback line 24 to the first control valve 28 and the third control valve 34 (when the fifth control valve 66 is pressurized via the PPB / EPB line 60).

[0186] The first control valve 28 is designed as a 2 / 2-way solenoid control valve and has a closed position and a free position, wherein the first control valve 28 is in the closed position when de-energized.

[0187] The first control valve 28 is also connected (in terms of piping) to the supply line branch 20a.

[0188] The supply line branch 20a can thus be connected or is connected (in the flow position) to the foot brake valve control line 36 via the first control valve 28 and the fifth control valve 66.

[0189] The third control valve 34 is designed as a 2 / 2-way solenoid control valve and has a closed position and a venting position, whereby the third control valve 34 is also in the closed position when de-energized.

[0190] Regarding bistability, in the Fig. 9 the stable state of bistability shown, which with regard to the fourth embodiment of the trailer control module 310 in Fig. 6 shown (and which relates to the fifth embodiment of the trailer control module 410 in Fig. 8 (as shown).

[0191] If the pressure is not regulated by the valves, the pressure can continue to rise and the control piston 16 moves into the switching position, which corresponds to a park state (cf. Fig. 9 ), or the pressure can drop and the control piston 16 moves into the switching position corresponding to a driving condition (not shown in the figures).

[0192] As in Fig. 9 As shown, in the parking position, the first pressure chamber 14c is connected via the feedback line 24, and the second pressure chamber 14d is connected to the third pressure chamber 14f. If there is an air leak in the first pressure chamber 14c, air is supplied via this connection or path. This maintains the control pressure at the control piston 16, and the control piston 16 remains stable in the switching position corresponding to a parked state.

[0193] During driving (not shown in the figures), the first pressure chamber 14c is connected to the second pressure chamber 14d and thus to the vent 54 via the feedback line 24. If a leak occurs and air flows into the first pressure chamber 14c, the air can be vented via this connection or path (i.e., it is ventable), and the vehicle can safely remain in driving mode, or the control piston 16 remains stable in the switching position corresponding to a driving state.

[0194] Consequently, two stable states of the control piston 16 can be defined. These two states define the bistability.

[0195] Consequently, the control piston 16 can be controlled bistablely via the control connection 14a and via the feedback connection 14b.

[0196] In a sense, the control piston 16 can be controlled bistablely via the control connection 14a through the feedback connection 14b, in particular via the feedback connection 14b and the feedback line 24. REFERENCE MARK LIST

[0197] 10 Trailer control module 12 Parking brake device 14 Housing 14a First control connection 14b Feedback connection 14 First pressure chamber 14d Second pressure chamber 14e Backup control connection 14f Third pressure chamber 14g Trailer control connection 14h Trailer supply connection 14v Second pressure chamber 16 Control piston 16a First pneumatic working surface 16b Second pneumatic working surface 18 Supply connection 20 Supply line 20a Supply line branch 22 First control line 22a First control branch 22b Second control branch 24 Feedback line 26 Throttle 28 First control valve 30 Control valve assembly 32 Second control valve 32 Pneumatic valve control connection 34 Third control valve 36 Foot brake valve control line 38 Second control line 40 Fourth control valve 42 Backup control piston 42 Pneumatic working surface of the backup control piston 44 Backup control line 46 Trailer control line 48 Pressure sensor 50 Trailer supply line 52 Piston spring 54 Vent 56 Guide orSealing sleeve 58 Trailer control line branch 60 PPB / EPB line 62 First branch of the feedback line 64 Second branch of the feedback line 66 Fifth control valve . 110 Trailer control module 210 Trailer control module 310 Trailer control module 410 Trailer control module 510 Trailer control module

Claims

1. Trailer control module (10, 110, 210, 310, 410, 510) for a brake device, in particular an electronic parking brake device (12), for a vehicle, in particular a commercial vehicle, having at least one control piston (16) and having at least one housing (14) in which the control piston (16) is accommodated, wherein the housing (14) has at least one control port (14a), wherein the housing (14) further has at least one supply port (18) which is connected to at least one supply line (20) for supplying the trailer control module (10, 110, 210, 310, 410, 510) with pressurized fluid, characterized in that the housing (14) further has at least one feedback port (14b) for controlling the control piston (16), wherein the control piston (16) is bistably activatable by the control port (14a) and by the feedback port (14b).

2. Trailer control module (10, 110, 210, 310) according to claim 1, characterized in that the control port (14a) can be connected to at least a first control line (22), wherein the supply line (20) has at least one supply line branch (20a), wherein the control port (14a) can be connected to the supply line (20) via the first control line (22) and via the supply line branch (20a).

3. Trailer control module (10, 110, 210, 310) according to claim 2, characterized in that the first control line (22) has at least one first control branch (22a), wherein the feedback port (14b) can be connected to the first control branch (22a) via at least one feedback line (24).

4. Trailer control module (10, 110, 310, 410, 510) according to claim 3, characterized in that at least one throttle (26) is arranged in the first control line (22) and / or in the feedback line (24).

5. Trailer control module (10, 110, 210, 310) according to any one of claims 3 or 4, characterized in that at least a first control valve (28), in particular a 2 / 2-way solenoid control valve, is arranged in the first control line (22).

6. Trailer control module (10, 110, 210, 310, 410, 510) according to any one of claims 3 to 5, characterized in that the trailer control module (10, 110, 210, 310, 410, 510) has at least one control valve assembly (30) or is coupled to at least one control valve assembly (30), wherein the control valve assembly (30) can be connected to the first control line (22) and / or to the feedback line (24).

7. Trailer control module (10, 110, 210, 310, 410, 510) according to claim 6, characterized in that the control valve assembly (30) has at least one second control valve (32) and / or at least one third control valve (34).

8. Trailer control module (10, 110, 210, 310) according to claim 7, characterized in that the second control valve (32) is configured as a pneumatically activated 2 / 2-way control valve and / or wherein the third control valve (34) is configured as a 2 / 2-way solenoid control valve.

9. Trailer control module (10, 110, 210, 310, 410, 510) according to any one of claims 2 to 8, characterized in that the housing (14) has at least one backup control port (14e) which can be connected to at least one control output of at least one footbrake module via at least one footbrake valve control line (36).

10. Trailer control module (10, 110, 210, 310) according to claim 9, characterized in that the second control valve (32) has at least one pneumatic valve control port (32a) which can be connected via at least one backup control line (44) to the footbrake valve control line (36).

11. Trailer control module (10, 110, 210, 310) according to any one of claims 5 to 10, characterized in that the first control line (22) has at least a second control branch (22b) which is arranged between the first control valve (28) and the first control branch (22a), wherein the control valve assembly (30) can be connected to the second control branch (22b) via at least a second control line (38).

12. Trailer control module (110, 210, 410, 510) according to any one of claims 7 to 10, characterized in that the second control valve (32) is arranged in the feedback line (24).

13. Trailer control module (210) according to claim 12, characterized in that the throttle (26) is integrated into the second control valve (32).

14. Parking brake device (12), in particular an electronic parking brake device (12), for a vehicle, in particular a commercial vehicle, having at least one trailer control module (10, 110, 210, 310, 410, 510) according to any one of the preceding claims.

15. Commercial vehicle, in particular having at least one towing vehicle and having at least one trailer, having at least one parking brake device (12) according to claim 14 and having at least one trailer control module (10, 110, 210, 310, 410, 510) according to any one of the preceding claims.