LOCKING DEVICE AND ABS BRAKE DEVICE

Description

[0001] The invention relates to a locking device and an ABS braking device together with a method and a vehicle trailer equipped therewith together with uses having the features in the preamble of the independent claims.

[0002] DE 197 48 230 A1, DE 10 2008 041 687 A1, and DE 10 2010 002 652 A1 disclose trailers comprising vehicle wheels with wheel brakes and a service brake system with an overrun brake system and an anti-lock braking system (ABS) braking system that operates during overrun braking and when the vehicle wheels lock. The overrun brake system has a mechanical brake transmission line leading to the wheel brakes that is movable during overrun braking. This means that the brake transmission line connected to the wheel brakes is moved during overrun braking and transmits an overrun movement of the overrun brake system, in particular the overrun device connected to the trailer coupling, to the connected wheel brakes. This is usually a pulling movement. The brake transmission line transmits the travel and force for actuating the wheel brakes.The known ABS braking system comprises one or more ABS braking elements acting on the wheel brakes, an ABS sensor system, and a coupled ABS control system. The ABS sensor system detects abnormal movement states of the vehicle wheels during overrun braking, e.g., locking or excessive wheel slip. When the ABS braking system is activated, the one or more ABS braking elements release and apply the wheel brakes in order to restore the vehicle wheels to normal movement during overrun braking. The ABS braking elements change the transmission length of the brake transmission line. If the transmission length is increased, the wheel brakes are released, and if it is shortened, they are applied again.

[0003] DE 10 2015 014 315 A1 discloses a conventional mechanical overrun braking system that disengages the brake transmission line when reversing a trailer to prevent unwanted application of the wheel brakes and allow unhindered reversing. The coupling device used for this purpose in the mechanical brake transmission line is only active when reversing and prevents the transmission of braking force. When overrun braking is applied while moving forward, the coupling device is closed and transmits the overrun movement and the braking forces. An ABS braking system is not present.

[0004] DE 20 2015 106 907 U1 deals with the blocking of an overrun device when driving downhill or when reversing with a trailer. An ABS braking system is not addressed.

[0005] EP 3 388 297 B1 teaches a trailer with an electrically driven axle and regenerative braking, as well as an overrun braking system. During regenerative braking and when reversing, the overrun braking system is blocked. An ABS braking system is not provided.

[0006] DE 10 2019 130 859 A1 also concerns a trailer with an electrically driven axle and regenerative braking system, as well as an overrun braking device. ABS braking only occurs in conjunction with appropriate modulation of the electric axle and without reference to the overrun braking device. Furthermore, the trailer coupling and the overrun braking device should be able to move freely when the trailer overruns without being impeded or locked, in particular without jamming.

[0007] DE 102 27 616 B4 discloses a vehicle trailer with a service braking system comprising a hydraulic overrun braking system, an electronic-hydraulic anti-roll braking system, and a hydraulic ABS braking system. The braking force is transmitted hydraulically.

[0008] EP 1 674 366 A1 also shows a vehicle trailer with a hydraulic overrun braking device and a hydraulic anti-lock braking system comprising ABS cylinders on each wheel brake.

[0009] DE 693 07 057 T2 concerns a truck trailer with wheel brakes operated by compressed air. A mechanical brake line is not present.

[0010] It is an object of the present invention to improve the usability of an ABS braking technology in a said vehicle trailer.

[0011] The invention solves this problem with the features in the independent claims.

[0012] A first aspect of the invention relates to the claimed locking technology, i.e., the locking device and a locking method. These are provided and designed for a service brake system comprising an overrun brake system, an ABS brake system, and a mechanical brake transmission line with mechanical transmission of force and travel during overrun-induced actuation.

[0013] The locking technology is designed to interact with the ABS braking technology, i.e., the ABS braking system and ABS braking method. The first aspect of the invention also relates to a vehicle trailer equipped therewith. The claimed locking technology has various advantages.

[0014] The claimed locking technology can be operated with an ABS braking system of the aforementioned and known type and a mechanical brake transmission line. The mechanical brake transmission line can comprise an overrun device, a brake transmitter, e.g., a brake linkage or brake cable, and optionally one or more additional components. Such a component can be, for example, a converter arranged between the overrun device and the brake transmitter, e.g., a pivoting bellcrank, or a brake distributor downstream of the brake transmitter, e.g., a balance beam, for connecting brake cables.

[0015] The ABS braking system and its ABS braking function are activated when abnormal movement conditions are detected by the ABS sensors and deactivated again when normal movement conditions occur and are detected by the sensors. During ABS braking or stutter braking, or when, for example, the vehicle wheels lock, one or more wheel brakes are released and re-applied, which can occur once or several times. This can occur in a controlled manner depending on the locking behavior of one or more vehicle wheels and corresponding signals from the ABS sensors.

[0016] The locking device is designed to lock the mechanical brake transmission line during ABS braking. The locking device can be present and arranged in addition to the ABS brake elements. The locking device can act additionally and independently.

[0017] In the event of ABS braking, for example, the locking mechanism blocks the transmission of the overrun movement and braking force to the ABS brake element(s). The ABS brake element(s) therefore do not have to work against the overrun force and the incoming mass of the vehicle trailer during ABS braking. This is particularly advantageous when releasing and re-applying the wheel brakes. Such application can result in braking force equal to or even exceeding the braking force generated by the overrun brake system during ABS braking.

[0018] In addition, when the wheel brakes are released in the event of ABS braking, the locking mechanism prevents the overrun brake system from re-engaging, for example, if the trailer continues to run into the towing vehicle. This is particularly advantageous for the previously known ABS brake elements with a change in the transmission length of the brake transmission line.

[0019] The claimed locking technology can advantageously prevent, or at least impede, the increase in the said transmission length that occurs when the wheel brakes are released from being consumed by a follow-up movement of the overrun device and the brake transmission line. On the other hand, the ABS brake element(s) do not need to push the locked brake transmission line back against the overrun movement. The said release of the wheel brakes can involve a complete or partial release or loosening of the wheel brakes.

[0020] The locking device can be connected to the ABS braking system, in particular its ABS control system, and can be controlled by it. The locking device can receive or be controlled by signals from the ABS control system, for example. The locking device can be controlled externally, for example, directly by the ABS control system. Alternatively, it can be self-controlled depending on signals from the ABS control system. The signals can, in particular, provide information about the activation and deactivation of the ABS braking system. In this case, the control connection is designed as a signal connection.

[0021] The locking device can be activated when the vehicle is towed and depending on the activation status of the ABS braking system.

[0022] The locking device locks the mechanical brake transmission line and its overrun movement when the ABS braking system is activated and releases the brake transmission line when the ABS braking system is deactivated. The ABS braking system and its one or more ABS braking elements can be activated when the aforementioned abnormal movement conditions of the vehicle wheels occur and are detected. Subsequent deactivation can occur when normal movement conditions of the vehicle wheels occur and are detected.

[0023] During normal overrun braking operation with the ABS brake system deactivated and normal braking behavior of the vehicle wheels, the locking device may be ineffective. However, overrun braking can occur unaffected and the movable brake transmission line can transfer travel and braking force to the connected wheel brakes. The locking device may also be ineffective during unbraked forward travel with the trailer.

[0024] The locking device can be designed to be arranged on the brake transmission line upstream of the one or more ABS brake elements. This arrangement on the brake transmission line is to be understood functionally and means that the locking device is arranged and acts on a section of the brake transmission line which, in the line direction, performs a function of transmitting the overrun force and overrun movement upstream of the one or more ABS brake elements. Such a section can be located, at least in some areas, upstream of or upstream of the one or more ABS brake elements. Such a section can be, for example, the overrun device and / or the brake transmitter.

[0025] The brake transmitter can, for example, end upstream of the one or more ABS brake elements in the train direction. The locking device can accordingly also be positioned upstream of the one or more ABS brake elements. However, the brake transmitter can also extend further in the train direction and end at or behind the point of action of the one or more ABS brake elements. In this case, the locking device on the brake transmitter can be positioned upstream of the one or more ABS brake elements or at the end area of ​​the brake transmitter and thus at or behind the one or more ABS brake elements.

[0026] The locking device can be provided and designed for support on the vehicle trailer. This is possible in different ways. The support point can, for example, be located in front of the one or more ABS brake elements in the train direction. The locking device can be adapted to this and can be designed in particular for independent support on the vehicle trailer. However, the support point can also be located on or behind the one or more ABS brake elements in the train direction. The one or more ABS brake elements and the locking device can have their own, closely adjacent support points or a shared support point. The locking device can be adapted to this. It can also be combined with the ABS brake device to form a single structural unit. This configuration has advantages for a compact and low-interference design as well as for optimising shared support, e.g. on one axle of the vehicle trailer.

[0027] The locking of the brake transmission line and its aforementioned overrunning movement facilitates the release and tensioning movement of one or more ABS brake elements arranged downstream of the line during ABS braking. These can be located in the area between the locking device and the wheel brakes. The reduction in force and travel is achieved.

[0028] The claimed locking technology, in particular the locking device, is a self-contained, tradable and usable unit. The locking technology can be retrofitted to existing ABS braking systems and also to trailers equipped with it. The locking technology can also be implemented by the manufacturer in ABS braking systems and, if applicable, in trailers equipped with it. On the other hand, existing locking devices on the trailer side can be used for ABS braking for other reasons and connected to and controlled by an ABS control system.

[0029] The claimed locking technology can be used for a wide variety of ABS braking systems, particularly ABS braking systems and ABS braking elements. These can include, for example, the ABS braking elements used in the aforementioned prior art with a variable brake transmission length. These ABS braking elements can be connected in series with the brake transmission line.

[0030] A particularly suitable ABS braking system is one with one or more ABS braking elements connected in parallel to the mechanical brake transmission line. These can, for example, act on one or more abutments of the brake cable sheaths of the brake cables leading to the wheel brakes. Such a design of ABS braking technology, in particular an ABS braking system and its ABS braking elements, has independent inventive significance. This is a second aspect of the invention that can be used with or without the first aspect of the invention, the locking technology.

[0031] In a third aspect of the invention, ABS braking technology can be combined with a roll braking technology, i.e., a roll braking device and a roll braking method. The ABS braking technology and the roll braking technology can act together at a single point in the mechanical brake transmission system. They can comprise a common actuator. This third, equally independent, aspect of the invention can, in turn, be used with or without the first aspect of the invention, the locking technology.

[0032] So-called roll braking technology, i.e., the roll braking device and the roll braking method, refer to a device and process-based stabilization technology for the vehicle trailer when towing a vehicle. The roll braking technology is designed and constructed to detect any unstable driving conditions of the vehicle trailer that may occur during towing and to correct them through appropriate, controlled or regulated application of one or more wheel brakes. The roll braking device can comprise one or more roll braking elements, a roll braking control system, and a roll sensor system. The roll braking device can be arranged and act on the mechanical brake transmission line.

[0033] Unstable driving conditions can, for example, involve lateral skidding of the trailer around the coupling point on the trailer hitch and around a vertical axis there. It is possible that, in addition to the trailer, the towing vehicle also skids, causing the coupling point to move transversely to the direction of travel and the skidding of the trailer to become correspondingly more complex. Furthermore, the anti-roll brake system can counteract rolling or swaying of the trailer around its longitudinal axis, or pitching of the trailer around its transverse axis.

[0034] Particular advantages arise when the one or more ABS brake elements and the one or more anti-roll brake elements jointly engage and displace one or more abutments of the brake cable casings. With ABS braking, the abutment(s) can be pushed away and removed from the wheel brakes to release them. During anti-roll braking, the abutment(s) are pulled in and moved toward the wheel brakes. In a particularly advantageous embodiment, the ABS braking system and the anti-roll braking system can have a common actuator and / or a common control system.

[0035] The locking device can also be effective in the case of combined ABS braking and anti-roll braking and can block the actuating line and the overrun braking device as a precautionary measure.

[0036] The claimed locking device can be designed in different ways and arranged at different locations of an overrun brake device, in particular the brake transmission line. It can have a suitable design for this purpose.

[0037] The locking device can be arranged, for example, on the brake transmitter and / or on the overrun device. With a brake transmitter, it can be arranged, for example, on a bell crank and / or on a brake linkage or brake cable. When assigned to an overrun device, a locking device can be arranged, for example, on an overrun rod. In another variant, the locking device can be arranged on a brake distributor, e.g., a balance beam, which is located, for example, at the end of the brake transmitter downstream of the rod.

[0038] The locking device is designed to be controlled by the ABS braking system, in particular the ABS control system. In particular, the locking function can be switched on and off depending on signals from the ABS control system. The locking device's locking effect can also be controlled gradually, whereby the locking effect can vary between a complete locking block and a locking braking of the mechanical and overrun-movable brake transmission line. A locking braking can allow slight movements of the brake transmission line and reduced power transmission.

[0039] The locking device can comprise a controllable locking means that can act on the mechanical brake transmission line in a form-fitting and / or force-fitting manner. The locking means is intended and designed to be arranged on the brake transmission line in the aforementioned manner upstream of the one or more ABS brake elements. There are various possibilities for this. The locking means is intended and designed to be supported on the vehicle trailer. The locking means can be designed, in the aforementioned manner, to be controlled by the ABS control system. The locking device can also comprise its own control unit.

[0040] The locking device can have one or more such locking means. In a multiple arrangement, the locking means can be arranged at different locations along the brake transmission line. In conventional overrun brake devices with a brake distributor, in particular a balance beam, an arrangement of one or more locking means upstream of the line and in the area between the brake distributor and a trailer coupling connected to the overrun device is advantageous.

[0041] In an advantageous embodiment, the locking device can have its own support means for attachment and support on the vehicle trailer. The support means can be used, in particular, to position and support the individual or multiple locking devices on the vehicle trailer at a suitable location. In another embodiment, the locking device can be arranged and supported on the ABS braking system.

[0042] The locking means can comprise a locking element movable relative to the brake transmission line and a controllable actuating device. The controllable actuating device can be, for example, an electromagnet. It brings the movable locking element into a locking connection with the brake transmission line and releases the locking connection again in a controlled manner. The actuating device can be controlled, for example, via the ABS control system or via a separate control unit.

[0043] A locking element can, for example, have a latching means. This can act on the brake transmission line, in particular the brake transmitter, in a force-locking and / or form-locking manner. In an advantageous embodiment, the latching means has a toothing. The locking means can have a counter-latching means mountable on the brake transmission line, in particular on the brake transmitter. This can also have a toothing. In another embodiment, a fork-shaped locking means, for example, can temporarily and, for example, positively engage behind a brake distributor, thus preventing the overrun brake device from resetting.

[0044] The locking device can comprise a release associated with the locking means. The release can be configured, for example, as a spring. It can counteract the actuating device. The release can, for example, cause the locking means to release automatically if the controllable actuating device fails. The controllable actuating device can work against the release, in particular the spring, to lock. The release can cause the brake transmission line to be released in the event of a power supply failure, a fault in the control connection to the ABS brake system, or any other fault in the controllable actuating device. The overrun brake device is therefore fully effective in the event of a fault. This is important for safe trailer operation when towing a vehicle.

[0045] The locking device can comprise a communication means for communicating with the ABS braking device, in particular the ABS control system. The communication means can be wired or wireless. It can, for example, have a cable connection and, if necessary, connection points on the ABS braking device, in particular the ABS control system, and on a locking means. In a wireless embodiment, transmitter and receiver units can be present on the ABS braking device, in particular the ABS control system, and on a locking means. These can communicate with each other wirelessly, for example, via radio, in particular Bluetooth, or optically, e.g., using infrared, or in another way.

[0046] The locking device can further comprise a control module for an ABS control system. This can be implemented in hardware and / or software. The control module can be retrofitted, for example, to an existing ABS control system. This allows the existing ABS control system to be adapted and upgraded to interact with the locking system. The control connection can be established with the control module.

[0047] The locking device may also include a separate control unit as mentioned above. This may be mounted on a locking device or separately and may communicate wired or wirelessly with the ABS control system or with a possibly retrofitted control module.

[0048] The claimed locking technology can be retrofitted to existing service brake systems of the type mentioned above. Existing components of these service brake systems can be used. This can be an existing ABS control system. Alternatively, a locking device that is present for other reasons can also be used, for example, in the known manner for a regenerative braking system and / or an automatic reversing system with blocking of the overrun braking when reversing in combination with a trailer and towing vehicle.

[0049] With such use of existing components, the claimed locking technology can, in the minimum case, comprise a control module for an existing ABS control and a communication means for establishing a control-technical communication connection between an existing ABS control and a possibly existing blocking means.

[0050] On the other hand, it is possible to equip a service brake system of the previously known type with ABS braking technology and a communication device by way of retrofitting or original equipment. This allows a combination of the claimed locking technology and ABS braking technology to be created using an existing and otherwise used locking device.

[0051] On the other hand, it is possible to employ and use the claimed locking technology for other additional purposes in addition to ABS support. The locking device can be used, for example, to lock the brake transmission line when the vehicle trailer is reversing when towing a towing vehicle. To detect reversing, a suitable detection device can be used, which, for example, includes wheel sensors for detecting reverse rotation of the vehicle wheels. Alternatively, a radar unit or any other detection technology can be used. For this and other additional purposes, it is advantageous if the locking device comprises its own control unit or if a control module for an ABS control system provides corresponding additional functions. In this case, a communication connection to the detection device is also available.

[0052] The claimed locking technology can be used with conventional vehicle trailers and those that are moved by means of a towing vehicle, which are not equipped with their own axle driven in trailer operation with one or more drive motors and possibly a recuperation brake and which otherwise have the said service brake device with an overrun brake device and a mechanical and overrun-movable brake transmission line.

[0053] The claimed locking technology can support a possible regenerative braking system and battery charging on a towing vehicle by fully or partially locking the trailer-side overrun brake device and the brake transmission line when the deceleration value falls below a specified deceleration value. For this purpose, the locking technology can also include a detection device for the presence of a regenerative braking system on the towing vehicle. In addition, a separate dynamic detection technology can be provided to detect the deceleration of the vehicle's trailer and whether the deceleration value falls below or exceeds the specified deceleration value. Exceeding the specified value and excessive deceleration of the vehicle's trailer, which can no longer be compensated by the towing vehicle's braking, could lead to uncontrolled trailer movements.In such a case, the locking device is released for safety reasons, and the overrun braking system and brake transmission line are released. The ABS braking function is maintained. This ensures that the trailer can be braked correctly in all driving situations, with ABS assistance if necessary during overrun braking.

[0054] The locking technology claimed can also be applied and used on trailers that have their own axle driven during trailer operation, with one or more drive motors, and possibly a regenerative braking system and an overrun braking system. Here, overrun braking can also be implemented with ABS assistance if necessary.

[0055] For an ABS braking system according to the second aspect of the invention, it is advantageous if an ABS braking element has a controllable actuator that can be arranged on a brake cable leading to a wheel brake or on a brake actuator in or on a wheel brake and can act on it, and is designed accordingly. In the said ABS braking system, it is further advantageous if the ABS sensor system comprises wheel sensors.

[0056] It is particularly advantageous for the said ABS braking system if the single or multiple ABS braking elements, in particular its controllable or adjustable actuator, are arranged and act on an abutment of a brake cable casing of a brake cable designed as a Bowden cable, and are designed accordingly for this purpose. Said actuator can comprise a drive connected to the ABS control and a driven actuating means capable of acting on the brake cable or the brake actuator. The actuator, in particular the actuating means, can be designed to act on and move a common abutment or an individual abutment of the brake cables. The actuator or said actuating means can be present individually or in multiple locations.

[0057] Furthermore, it is advantageous to combine the ABS braking system with a roll braking system to enhance the functionality of the service braking system and the trailer equipped with it. The roll braking system can operate without overrun braking. It can also be activated during overrun braking and can override the overrun braking system.

[0058] On the other hand, ABS braking can also be activated during sway braking and the resulting abnormal movement of one or more trailer wheels. This allows for highly effective sway braking with high braking forces, regardless of the load condition and the current mass of the trailer.

[0059] In combination, the ABS braking system and the anti-roll braking system can be located at different locations on the trailer and can operate separately. They can also be located together at the same location and operate together.

[0060] The ABS braking system and, if applicable, the roll braking system can each act downstream of the locking device, if present, on the brake transmission line. This can occur at separate locations and in separate ways. It is particularly advantageous if the ABS braking system and the roll braking system act together at the same location and share a common actuator.

[0061] The ABS braking system and the roll braking system can each be designed independently. They can also each have their own ABS control or roll braking control. It is particularly advantageous if the ABS braking system and the roll braking system have a common control system. A common actuator and, if applicable, a common control system are particularly advantageous if the ABS braking system is also used for roll braking. It is advantageous if the ABS braking system and the roll braking system are designed together for arrangement and action on a brake cable leading to a wheel brake or on a brake actuator in a wheel brake. The joint action of the ABS braking system and the roll braking system on a common abutment or on individual abutments of the brake cables is particularly advantageous in this case.

[0062] The ABS braking system and the roll braking system can be designed to move the common abutment or the individual abutments, each starting from a zero position defined for overrun braking and, if necessary, fixable, in opposite actuation directions for ABS braking and roll braking. By engaging the brake cable casing and its abutment, both ABS braking and roll braking can be performed.

[0063] ABS braking can be used for overrun braking and, if necessary, also for sway braking. During sway braking, if abnormal movement conditions of the vehicle wheels occur, e.g., locking or slipping, or similar, the sway braking effect or the braking force of the preferably common actuator can be reduced. This can also be achieved by moving the common or individual abutment. With a common abutment, several brake cables and wheel brakes can be actuated jointly. If the wheel brakes and their brake cables each have their own individual abutment, the ABS braking system and the sway braking system can each act individually on a wheel brake. The one or more other wheel brakes may not be actuated or may be actuated in a different way. This allows different movement conditions of the left and right vehicle wheels to be accommodated.

[0064] The aforementioned anti-roll braking system can include its own anti-roll sensor system, which can detect the aforementioned skidding motion around the coupling point and the vertical axis, as well as a more complex skidding motion of the aforementioned type. The anti-roll sensor system can include, for example, a yaw rate sensor and a lateral acceleration sensor. These can be arranged separately or combined into a single sensor unit, e.g., an ESP sensor. The anti-roll sensor system can also include one or more sensors for detecting the aforementioned rolling or pitching motions.

[0065] In a fourth independent aspect of the invention, the ABS braking system can have a supportable carrier on the vehicle trailer, on which both the one or more ABS braking elements and the locking device with a controllable locking means are arranged. The locking means can be designed, as described above, to act on a brake transmitter, e.g., a brake linkage, of the mechanical and overrun-movable brake transmission line. The locking device can be connected for control purposes to the ABS braking system, in particular to the ABS control system.

[0066] The ABS braking system according to the fourth independent aspect of the invention can otherwise generally be provided and designed for a vehicle trailer when towing a vehicle, wherein the vehicle trailer has vehicle wheels with wheel brakes and an overrun braking system with a mechanical and overrun-movable brake transmission line leading to the wheel brakes. The ABS braking system is effective during overrun braking and locking vehicle wheels and comprises one or more ABS braking elements acting on the wheel brakes, an ABS sensor system, and an ABS control system. The one or more ABS braking elements release and apply the wheel brakes upon activation of the ABS braking system. The ABS braking system according to the fourth independent aspect of the invention can also be combined with one or more of the aforementioned other aspects of the invention. This is advantageous but not absolutely necessary.

[0067] This design of the ABS braking system, with the common support for one or more ABS braking elements and the locking device, which can be supported on the trailer, offers reduced construction complexity and is particularly efficient and cost-effective. It is particularly space-saving and can be easily and kinematically permanently mounted on the trailer, particularly on an axle beam. The ABS control unit can also be arranged on the common support. The support can have a beam-like base part, for example, and a fitting for the aforementioned chassis-mounted installation.

[0068] An ABS brake element can have a controllable or adjustable actuator arranged on the carrier, which is designed for arrangement and action on a brake cable leading to a wheel brake, in particular for arrangement and action on an abutment of a brake cable casing of a brake cable designed as a Bowden cable. The actuator can comprise a drive arranged stationary on the carrier and an actuating means mounted movably, in particular displaceably, on the carrier. Said arrangement and mounting can each take place on the beam-like base part, for example. The actuating means can advantageously be connectable or connected to an abutment of a brake cable casing of a brake cable designed as a Bowden cable.

[0069] The locking device, in particular the controllable locking means, can be arranged upstream of the actuator, in particular upstream of its drive, in the direction of the overrun device. The actuating means can comprise a drive means, in particular a threaded spindle, operatively connected to the drive, and a motion transmitter coupled thereto, e.g., a carriage, which carries an abutment. The movable actuating means can be moved along and past the carrier-fixed locking means.

[0070] The ABS brake element can be installed individually or in multiple configurations as described above. A single arrangement is more advantageous from a kinematic and structural point of view, with the individual actuating element, for example, supporting a common abutment for the brake jackets of the brake cables.

[0071] The carrier, in particular the base part, can comprise a receiving element, e.g., a receiving chamber and an axial passage opening, for the locking element and a lockable end region of the brake transmission line, in particular the brake transmitter. The brake transmission line, in particular the brake transmitter, can be adapted accordingly, whereby, for example, the brake transmitter can extend beyond the brake distributor to the ABS brake system and can be locked there as needed. The adapted brake transmission line, in particular the brake transmitter, can be a component of the ABS brake system.

[0072] The ABS braking device with the common carrier can also be combined with a roll braking device and, if necessary, also be designed integrally with a common actuator, etc.

[0073] According to the aforementioned several independent aspects of the invention, the claimed vehicle trailer can be equipped with a locking system and / or ABS braking technology and / or anti-roll braking technology. This can be done as an original equipment or by retrofitting or converting.

[0074] The claimed vehicle trailer may also comprise other components, such as a shunting drive.

[0075] Further advantageous embodiments of the invention are specified in the subclaims.

[0076] The claimed locking technology, in particular the locking device and the locking method, as well as, if applicable, the anti-roll braking technology, can comprise the following design features, which can be used individually or in combination.

[0077] The locking device may include a support for attachment and support to the vehicle trailer. Alternatively or additionally, the locking device may be supported on the ABS braking system.

[0078] A locking element of the locking device can have a locking means, in particular a toothing. A locking element of the locking device can have a counter-locking means, in particular a toothing, that can be mounted on the brake transmission line.

[0079] The locking device may comprise a release means, in particular a spring, which may be associated with a locking means of the locking device. The release means may be configured to counteract a controllable actuating device of the locking device, which acts upon a movable locking element of the locking device.

[0080] The locking device may comprise a communication means which is designed to communicate with the ABS braking device, in particular an ABS control.

[0081] The locking device may comprise a control module for an ABS control.

[0082] The locking device may include its own control unit.

[0083] In an ABS braking device, an ABS braking element, in particular a controllable or adjustable actuator of the ABS braking element, can be designed to be arranged and act on an abutment of a brake cable casing of a brake cable designed as a Bowden cable.

[0084] In an ABS braking system, a controllable or adjustable actuator may comprise a drive connected to the ABS control and a driven actuating means acting on the brake cable or the brake actuator.

[0085] The actuator, in particular its actuating means, can be designed to act on a common abutment or on an individual abutment of the brake cables and to move this.

[0086] The ABS braking device may comprise a support and a fitting for attachment to a vehicle trailer.

[0087] The ABS braking device may have an ABS sensor system, which may include wheel sensors.

[0088] An ABS braking device with a common support for one or more ABS braking elements and for the locking device according to the fourth aspect of the invention can comprise the following further embodiments.

[0089] The common support can be designed as a beam-like base part, for example, and can have a fitting which is provided and designed for fastening the support to the vehicle trailer, in particular to an axle body.

[0090] An ABS brake element can have a controllable or regulatable actuator arranged on the carrier, which is designed for arrangement and action on a brake cable leading to a wheel brake, in particular for arrangement and action on an abutment of a brake cable casing of a brake cable configured as a Bowden cable. The controllable or regulatable actuator of an ABS brake element can comprise a drive arranged stationary on said carrier and an actuating means movably, in particular displaceably, mounted on the carrier, which can be connected or is connected to an abutment of a brake cable casing of a brake cable configured as a Bowden cable.

[0091] The actuating means may comprise a drive means, in particular a threaded spindle, operatively connected to the drive of the ABS brake element, and a transmission element, in particular a carriage, coupled thereto. The transmission element may support an abutment of a brake cable casing of a brake cable configured as a Bowden cable.

[0092] The locking device, in particular a controllable locking means of the locking device, can be arranged on the common carrier in the direction of the overrun device in front of an actuator of an ABS brake element, in particular in front of its drive.

[0093] The common carrier, in particular its base part, can comprise a receiving element for the controllable locking means and a lockable end region of the brake transmission line, in particular of the brake transmitter.

[0094] The said ABS braking device may comprise a brake transmitter cooperating with the locking device.

[0095] The ABS braking system can be combined with a roll braking system in the various embodiments mentioned.

[0096] ABS braking system and the anti-roll braking system, in particular their ABS braking elements and

[0097] Anti-roll brake elements can have a common actuator.

[0098] The ABS braking system and the anti-roll braking system may have a common control system.

[0099] The ABS braking system and the anti-roll braking system can be designed jointly for arrangement and action on a brake actuator in a wheel brake or on a brake cable leading to a wheel brake. The ABS braking system and the anti-roll braking system can, in particular, be designed jointly for action on a common abutment or on individual abutments of the brake cables.

[0100] The ABS braking device and the roll braking device can be designed to move the common abutment or the individual abutments, starting from a zero position that can be fixed for overrun braking, in opposite actuation directions (a,s) for ABS braking and roll braking.

[0101] The claimed service brake device can comprise a mechanical and overrun-movable brake transmission line which is designed to interact with a locking device, in particular a locking means of the locking device.

[0102] A vehicle trailer can be designed in the manner claimed.

[0103] On the other hand, a vehicle trailer can comprise vehicle wheels with wheel brakes and a service brake device with an overrun brake device and an ABS brake device which is effective during overrun braking and locking of the vehicle wheels, wherein the overrun brake device has a mechanical and overrun-movable brake transmission line leading to the wheel brakes and the ABS brake device comprises one or more ABS brake elements acting on the wheel brakes, an ABS sensor system and an ABS control, wherein the one or more ABS brake elements release and apply the wheel brakes when the ABS brake device is activated.The vehicle trailer further comprises a locking device which is connected in terms of control technology to the ABS braking device, in particular to its ABS control, and which comprises a controllable locking means which can act on the mechanical brake transmission line and which is arranged on the brake transmission line upstream of the one or more ABS braking elements and is supported on the vehicle trailer.

[0104] The locking device can be designed to lock the mechanical brake transmission line and its overrun movement when the ABS brake device is activated when the vehicle is towed, and to release it again when the ABS brake device is deactivated.

[0105] The claimed locking device can be used in a vehicle trailer in the above-mentioned design or the claimed design to lock the brake transmission line when the vehicle trailer is reversing when towed to a towing vehicle.

[0106] The claimed locking device can be used in a vehicle trailer in the aforementioned design or the claimed design to support a possible recuperation brake and battery charging on a towing vehicle when a predetermined deceleration value is undershot and, in doing so, to completely or partially lock the trailer-side overrun brake device and the brake transmission line and to release the trailer-side overrun brake device and the brake transmission line when the predetermined deceleration value is exceeded.

[0107] The invention is illustrated schematically and by way of example in the drawings. In detail: Figure 1: a coupled combination consisting of a towing vehicle and a vehicle trailer with a service brake device of the vehicle trailer comprising an overrun brake device, an ABS brake device and a locking device, Figure 2: a schematic plan view of an overrun brake device, ABS brake device and locking device, Figure 3: a variant of the service brake device of Figure 2 with an additional anti-roll brake device, Figure 4: a modification of the service brake device of Figure 3with a different arrangement and design of ABS braking system and anti-roll braking system, Figures 5, 6 and 7: a vehicle trailer with a further variant of a service braking system with combined ABS braking system and anti-roll braking system as well as a locking device in a perspective bottom view, side view and top view, Figure 8: a perspective view of the locking device and the combined ABS and anti-roll braking system according to Figures 5 to 7 , Figure 9: an enlarged detailed view of the locking device of Figure 8 in a broken longitudinal section, Figure 10: another perspective view of the combined ABS and anti-roll brake device of Figure 8 , Figure 11: a schematic plan view of a combined ABS and roll brake device with attack on a common abutment of brake cable jackets, Figure 12: a variant of Figure 11with individual attacks on individual abutments for each individual brake cable casing. Figure 13: a vehicle trailer with an additional variant of a service brake system with an ABS brake system and, if applicable, a roll brake system and a locking device in a bottom view, Figure 14: a perspective view of the ABS brake system of Figure 13 on an axle body, Figure 15: a broken side view of the ABS braking system of Figure 13 and 14 , Figures 16 and 17: perspective views of the ABS braking device of Figures 13 to 15 and Figures 18 to 20: different sections of the ABS braking system of Figures 13 to 15 .

[0108] Figure 1shows a combination (3) consisting of a motorized towing vehicle (2) and a coupled vehicle trailer (1). The towing vehicle (2) is, for example, a car. The towing vehicle (2) has a towing coupling (9) and a media connector, in particular an electrical socket. The vehicle trailer (1) is coupled to the towing coupling (9) with its front-mounted trailer coupling (8).

[0109] The vehicle trailer (1) has, for example, Figure 1 , 5 , 6 , 7 and 13 a chassis (4) with two or more preferably parallel longitudinal members (5) and optionally one or more cross members (6), as well as a superstructure. A preferably rigid drawbar (7) is arranged on the front of the chassis (4), which carries the trailer coupling (8) at its front end. The drawbar (7) can be designed, for example, as a V-drawbar or a tubular drawbar. A support wheel can be arranged on the drawbar (7).

[0110] An axle arrangement (10) is arranged on the chassis (4), which can be present individually or in multiples. The axle arrangement (10) is fastened to the longitudinal members (5) and has, for example, an axle body (11) extending transversely to the longitudinal axis of the trailer, with left and right trailer wheels (12) arranged thereon. The trailer wheels (12) are designed, for example, as free-running wheels and each have a wheel brake (13), e.g. a drum brake. The trailer wheels (12) can be mounted on the axle body (11) by means of pivoting and spring-loaded wheel rocker arms, for example. The so-called check axle formed in this way can be designed as a trailing arm axle or a semi-trailing arm axle.

[0111] The directions front and rear refer to the Figure 1 Forward direction of travel of the vehicle trailer (1) and the combination (3) marked with an arrow.

[0112] The vehicle trailer (1) has a service brake device (14) for driving and preferably also a parking brake device (15) with a handbrake lever or the like. The service brake device (14) comprises an overrun braking device (16) and an ABS braking device (28) along with an ABS braking method, which can be effective during overrun braking. The service brake device (14) can also comprise a roll braking device (46) along with a method. In this case, the ABS braking device (28) can also be effective during roll braking.

[0113] The overrun brake device (16) comprises an overrun device (17) at the front end of the drawbar. The overrun device (17) has, for example, an overrun rod (19) which is connected at the front end to the trailer coupling (8). The overrun rod (19) can move in the longitudinal direction of the vehicle trailer (1) when it runs into the towing vehicle (2) against the force of a restoring spring, in particular a sprung shock absorber. The overrun rod (19) is connected at the rear end via a converter (20) to a brake transmitter (21). The brake transmitter (21) is connected, for example via a brake distributor (22), to two or more brake cables (23, 24) which are connected to the left and right wheel brakes (13).

[0114] The converter (20) is designed, for example, as a pivotably mounted deflection lever. It can convert the overrunning movement of the overrun device (17) into an actuating movement, in particular a pulling movement, of the brake transmitter (21). The brake distributor (22) can be designed, for example, as a balance beam. Alternatively, other designs and arrangements of the converter (20) and the brake distributor (22) are possible.

[0115] In the illustrated embodiments of a single axle arrangement (10), two brake cables (23, 24) and one brake distributor (22) are present. In a multiple axle arrangement, e.g., a tandem axle, several brake cables and several brake distributors can be present.

[0116] The brake cables (23, 24) are each designed as Bowden cables with an inner brake cable (25) and an outer surrounding brake cable sheath (26). The brake cables (25) are designed, for example, according to Figure 2 , 3 and 4each firmly connected at one end to a brake actuator (57) on a wheel brake (13) and at the other end to the brake distributor (22). For braking, they are moved and tightened by the brake transmitter (21) and the brake distributor (22) against the restoring force of springs or the like on the wheel brakes (13). The brake cable sheaths (26) are each fastened by their ends to the wheel brake (13) on the one hand and to a common abutment (27) or to individual abutments (27) on the other hand. The abutment or abutments (27) are, for example, rigidly arranged and mounted on the chassis, in particular on an axle body (11).

[0117] In the illustrated embodiments, the brake transmitter (21) is designed as a brake linkage. Alternatively, a cable-shaped design or a configuration as another mechanical transmission element is possible. The braking forces generated by the overrun device (17) in the event of a collision are transmitted, for example, as tensile forces to the wheel brakes (13).

[0118] The overrun device (17), the deflection lever (20), the brake transmitter (21), the brake distributor (22), and the brake cables (23, 24) act mechanically and form a mechanical brake transmission line (18) that leads from the overrun device (17) to the wheel brakes (13). The parking brake device (15) can also act on the brake transmission line (18). The ABS brake device (28) and the anti-roll brake device (46) can also act on one or more components of the brake transmission line (18).

[0119] Figure 2 shows a schematic representation of the aforementioned service brake device (14). In the illustrated embodiments, the service brake device (14), in particular the ABS brake device (28), is associated with a controllable locking device (37). The locking device (37) may be omitted in embodiments not shown.

[0120] The locking device (37) is provided and designed to lock the mechanical brake transmission line (18) and its overrun movement upon activation of the ABS brake device (28) and to release it again upon subsequent deactivation of the ABS brake device (28).

[0121] The ABS braking system (28) comprises one or more ABS braking elements (29) acting on the wheel brakes (13) and an ABS control system (33). The ABS braking system (28) may also comprise its own ABS sensor system (34).

[0122] The ABS sensor system (34) is provided and designed to detect abnormal movement states of the trailer wheels (12) during braking, in particular overrun brakes. An abnormal movement state can be, for example, locking or excessive slippage of one or more trailer wheels (12). The ABS sensor system (34) can, for example, comprise wheel sensors (35) arranged on the trailer wheels (12) or the wheel brakes (13) and detecting their rotational movement or standstill.

[0123] The one or more ABS brake elements (29) and the ABS sensor system (34) are connected to the ABS control system (33). The connection can be wired or wireless. The ABS brake elements (29) each have an actuator (30). The actuator (30) comprises, for example, a drive (31), e.g. a motor, in particular an electric motor, and an actuating means (32) actuated thereby, which can release or loosen and re-apply the associated wheel brake (13). The drive (31) can be controlled by the ABS control system (33) and, if necessary, also regulated as a function of the sensed movement behavior of the trailer wheel (12).

[0124] Upon detection of an abnormal driving condition, the ABS braking system (28) is activated, releasing and re-applying one or more wheel brakes (13). The releasing and re-applying can occur several times in succession, preferably in rapid succession. It can continue until the trailer wheel (12) in question returns to normal movement. Upon resumption of normal driving condition, the ABS braking system (28) is deactivated again. Deactivation can also occur when the overrun braking is terminated by accelerating the towing vehicle (2) and engaging the overrun device (17).

[0125] The ABS controller (33) can be connected to the media connector (56) for signaling purposes. The media connector (56) can transmit signals from the towing vehicle (2) to the vehicle trailer (1). These can be, for example, light signals and other signals, e.g. control signals, in particular ESP signals from an ESP unit, of the towing vehicle (2). A transmitted signal can be, for example, a braking signal from the towing vehicle (2). When a braking signal occurs, the ABS braking device (28), in particular the ABS controller (33), can be put into standby. By terminating an applied braking signal, the ABS controller (33) can be signaled that the towing vehicle (2) is accelerating and, as a rule, this also means that the overrun braking is no longer effective.

[0126] The locking device (37) is connected to the ABS braking device (28), e.g., the ABS control unit (33), via a communication means (45). The locking device (37) can be controlled directly and externally by the ABS control unit (33). In a not-shown embodiment, the locking device (37) can have its own control unit, wherein the control connection is configured as a signal connection that reports activation and deactivation of the ABS braking device (28), in particular the ABS control unit (33), to its own control unit.

[0127] The communication means (45) can be wired and can also include connections to the ABS braking device (28), in particular the ABS controller (33), and to the locking device (37). In another embodiment not shown, the communication means (45) can include transmitting and receiving units on the locking device (37) and on the ABS braking device (28), in particular the ABS controller (33), which communicate with each other wirelessly and preferably bidirectionally.

[0128] As part of the initial equipment, the ABS control unit (33) can already be configured in terms of hardware and software to directly control the locking device (37) and, upon activation, to lock the brake transmission line (18) and, upon deactivation, to release it. Alternatively, it can report the activation and deactivation to a dedicated control unit of the locking device (37) so that the latter can lock and release the brake transmission line (18).

[0129] If the ABS control system (33) is not yet configured for this purpose, a control module (33') can be implemented during retrofitting or conversion. This control module can be configured in both software and hardware. The control module (33') can handle the signaling to the locking device (37). In this case, the communication means (45) can communicate with the control module (33').

[0130] The locking device (37) has one or more controllable locking means (38) that can be actuated by the ABS controller (33) or the control module (33') directly or via a dedicated control unit of the locking device (37). The respective locking means (38) can act on the mechanical brake transmission line (18). The one or more locking means (38) can be arranged or are arranged on the brake transmission line (18) upstream of the one or more ABS brake elements (29). Figure 2 and 3 illustrate, for example, possible arrangements on the brake transmitter (21) and / or on the overrun device (17) and / or on the deflection lever (20).

[0131] The locking device (37), in particular its one or more locking means (38), can be supported or are supported on the vehicle trailer (1). For this purpose, the locking device (37) can have a suitable support means (44) for mounting and supporting on the vehicle trailer (1), e.g. on the chassis (4), in particular an axle body (11). In the variants of Figures 2 to 12 the locking device (37), in particular its locking means (38), is arranged spatially separate from the ABS brake element(s) (29) and can be or is supported independently on the vehicle trailer (1).

[0132] The locking means (38), which may be present singly or in multiple units, comprises a controllable locking element (39) that can act on the brake transmission line (18) in a form-fitting and / or force-fitting manner. The locking element (39) can be movably mounted in a housing of the locking means (38). The locking means (38) can also comprise a controllable actuating device (42) that moves the locking element (39) in a controlled manner, e.g., moving it toward the brake transmission line (18) and then moving it away from it again. The actuating device (42) can be designed, e.g., as an electromagnet, electric motor, piezoelectric element, or the like.

[0133] The locking element (39) can have a locking means (40). This can, for example, have a toothing for a positive engagement or a friction-friendly surface for a non-positive engagement, or a combination of both. The locking means (38) can comprise a counter-locking means (41) present on the brake transmission line (18), in particular a mountable one, which cooperates with the locking means (40) for locking and is optionally designed to be complementary, e.g., as a counter-toothing means and / or as a friction-friendly counter-surface.

[0134] The locking device (37) can further comprise a release means (43) associated with the locking means (38) and capable of acting on a locking element (39). The release means (43) can be configured, for example, as a spring. The release means (43) can act against the controllable actuating device (42).

[0135] The above-mentioned design of the locking device (37) and its locking means (38) is e.g. in Figure 9 shown by way of example. The counter-locking means (41) is mounted, for example, on a split brake transmitter (21) between its parts. In this embodiment, the locking element (38) is located on the brake transmission line (18) upstream of a brake distributor (22).

[0136] The locking device (37) can be designed differently if arranged at a different point on the mechanical brake transmission line (18). When arranged on the overrun device (17), in particular the overrun rod (19), the locking device (37), in particular the locking means (38), is designed, for example, as a clamping device for locking its linear movement. When arranged on the converter (20), in particular the deflection lever, the locking device (37), in particular the locking means (38), can be designed, for example, as a rotary clamping device on the lever axis or as a stop for the lever movement.

[0137] At the Figure 2 In the ABS braking device (28) shown, the ABS braking elements (29) are arranged on the individual cables (23, 24). The ABS braking elements (29) shown, for example, cause the associated wheel brake (13) to be released and applied by changing the transmission length of the respective cable (23, 24). The arrangement and design of the ABS braking elements (29) can be designed, for example, in accordance with DE 197 48 230 A1, DE 10 2008 041 687 A1, or DE 10 2010 002 652 A1. Other designs and arrangements of one or more ABS braking elements (29) on the cables (23, 24) are also possible.

[0138] In the embodiment of Figure 2 the service brake device (14) and the vehicle trailer (1) have only one ABS brake device (28) and one locking device (37).

[0139] Figure 3shows an expanded embodiment in which the service brake device (14) additionally comprises a roll brake device (46). The ABS brake device (28) and the locking device (37) can be designed and arranged in the manner described above.

[0140] In the execution of Figure 3the roll braking device (46) acts on the brake cables (23, 24). The roll braking device (46) comprises, for example, a roll braking element (47), a roll control (51), and a roll sensor system (52). The latter components are arranged, for example, in a common housing and are fixedly mounted and supported by means of a fitting on the chassis (4), in particular on an axle body (11) or a cross member (6). The roll sensor system (52) can comprise a yaw rate sensor (53) and a lateral acceleration sensor (54). The yaw rate sensor (53) records skidding movements of the vehicle trailer (1) about a vertical axis at the coupling point of the trailer coupling (8) and, if applicable, a superimposed skidding movement of the towing vehicle (2). The lateral acceleration sensor (54) detects the lateral accelerations occurring during said skidding movements.The roll sensor (52) can alternatively be arranged at a different location and be designed differently in terms of sensors.

[0141] The roll braking element (47) has an actuator (48) connected to the roll control (51). The actuator (48) comprises, for example, a drive (49), e.g., a motor, in particular an electric motor, and an actuating means (50) actuated thereby. The roll braking device (46) can actuate and apply one or more wheel brakes (13) when stability-critical skidding movements of the vehicle trailer (1) about the said vertical axis occur. The roll control (51) appropriately evaluates the signals received from the roll sensor system (52) and compares them with preset values; if these values ​​are exceeded, the actuator (48) is actuated and the wheel brake(s) (13) are applied.

[0142] In the embodiment shown by Figure 3The adjusting means (50) is designed as a coupling rod that can be extended in the trailer's longitudinal direction and is advanced and retracted in a controlled or, if necessary, regulated manner by the drive (49). The adjusting means (50) is connected to the brake distributor (22) at its front end. The adjusting means (50) can displace the brake distributor (22) on the brake transmitter (21) in the direction of the overrun device (17) and can thus override the overrun brake device (16).

[0143] During sway braking, the wheel brakes (13) can be applied even if the trailer (1) does not collide with the towing vehicle (2) and the overrun braking device (16) is not activated. The intensity of the wheel brake intervention can be regulated by the sway control (51) depending on the sensed skidding movements of the trailer (1). Furthermore, it is possible to use the sway sensor system (52) to detect rolling or roll movements of the trailer (1) about the vehicle's longitudinal axis and pitching movements about a vehicle's transverse axis and to dampen and eliminate them by wheel brake intervention if vehicle instability occurs. Suitable sensors can be provided for this purpose.

[0144] The braking forces during roll braking can be adjusted to the current vehicle weight. The roll braking device (46) can be coupled to a detection device for the current vehicle weight.

[0145] Figure 4shows a further variant of the service brake device (14). The modification concerns the design and arrangement of the ABS brake device (28) and the optional anti-roll brake device (46). The locking device (37) can be arranged and designed as in the previous embodiments.

[0146] The anti-roll device (46) is designed by Figure 4arranged on the overrun device (17). For the sake of clarity, only the overrun brake element (47) and the actuator (48) of the roll braking device (46) are shown. The roll control (51) and the roll sensor system (52) are not shown for the sake of clarity. The actuator (48) has the aforementioned drive (49) and an actuating means (50) which engages the deflection lever (20) by means of a slotted hole guide and can rotate the deflection lever (20) to actuate the wheel brakes (13) during roll braking. The overrun rod (19) is also connected to the pivoting lever (20) via a slotted hole guide, so that the overrun braking device (16) can be overridden during roll braking. During roll braking, the wheel brakes (13) are actuated by tightening the brake transmitter (21), the brake distributor (22) and the brake cables (23, 24). Resetting is effected via springs or similar in the wheel brakes (13).

[0147] In the ABS braking system (28) shown, Figure 4For example, there is a single ABS brake element (29) which acts on a common abutment (27) of the brake cables (23, 24) and moves the abutment (27) in the direction of the overrun device (17) and the trailer coupling (8) to release the wheel brakes (13). The connected brake cable sheaths (26) are carried along and moved along the brake cable (25). This causes the wheel brakes (13) to be released or loosened. To apply the wheel brakes (13), the abutment (27) is moved in the opposite direction and towards the wheel brakes (13) by the actuator (30) and its adjusting means (32). The abutment (27) is mounted on the chassis (4) such that it can move accordingly, e.g. on an axle body (11) or a cross member (6), for this type of adjustment. The actuator (30) can be arranged in the trailer's longitudinal direction and in the strand direction behind or in front of the abutment (27). The drive (31) of the actuator (30) can be fixed to the chassis of the vehicle trailer (1), e.g.be mountable or mounted on an axle body (11).

[0148] The actuator (30), in particular its actuating means (32), can be moved in ABS braking mode to release the wheel brakes (13) from a zero position (55) provided for normal overrun braking mode into a Figure 4 The brake release position shown in dashed lines can be shifted. The zero position (55) can be defined by a stop or by a predetermined and, if necessary, lockable position of the actuator (30), in particular of the actuating means (32). The actuator (30), in particular its actuating means (32), can be designed to be self-locking. An emergency release device can cause a return to the zero position (55) in the event of failure of the actuator (30).

[0149] In the various exemplary embodiments, the vehicle trailer (1) is equipped with an energy supply, in particular a power supply. During towing operation, energy, in particular electrical current, is transmitted to the vehicle trailer (1) via the media connector (56). The ABS braking device (28), the locking device (37), and any anti-roll braking device (46) present can be connected to the energy supply, in particular an electrical power supply, in a suitable manner. If required, the vehicle trailer (1) can have its own energy storage device, e.g., a rechargeable battery. The energy supply is not shown for the sake of clarity.

[0150] Figures 5 to 8 and 10 to 12 show a further embodiment of the ABS braking technology, in particular ABS braking device (28), and the possibly existing anti-roll braking technology, in particular anti-roll braking device (46).

[0151] The training courses in ABS braking technology in Figure 4 , 5 to 8 and 10 to 12 have independent inventive significance. They can be used together with a locking device (37), but also without a locking device (37). They can also be used without a roll braking system, in particular a roll braking device (46).

[0152] In the examples of Figure 4 , 5 to 8 and 10 to 12 the locking device (37) can be designed and arranged in the manner described above, e.g. according to Figure 9 . It can, for example, be Figure 8 be mounted with a support means (44) on the vehicle trailer (1), e.g., on an axle body (11). In these exemplary embodiments, the locking device (37) is arranged and mounted spatially separate from the ABS braking system, in particular the ABS braking system (28), and any existing anti-roll braking system, in particular the anti-roll braking system (46).

[0153] The ABS braking device (28) and the anti-roll braking device (46) can be combined with each other as in the previously described embodiments, but they can be used, for example, in Figures 5 to 8 and 10 to 12 are combined into one structural unit. The ABS braking device (28) and the anti-roll braking device (46) both act on the brake cables (23, 24). They can also comprise a common actuator (30, 48) and, if applicable, a common control system (33, 51). They can also be jointly connected to an ABS sensor system (34). The common actuator (30, 48) can also comprise a common drive (31, 49) and a common actuating means (32, 50), which is moved in a controlled or regulated manner by the common drive (31, 49) and is connected at its free end to a common abutment (27) or to individual abutments (27) of the brake cable casings (26).

[0154] The ABS braking system (28) shown and described and its components can also be used without the anti-roll braking system, in particular the anti-roll braking system (46). The controller (33), the actuator (30), and the actuating means (32) are designed and function specifically for ABS braking.

[0155] For ABS braking in overrun braking mode, the abutment(s) (27) with the connected brake cable sheaths (26) are advanced along the brake cable (25) from a said zero position (55) in the direction of the vehicle coupling (8) and overrun device (17) from the said zero position (55) while releasing the wheel brakes (13) and are retracted in the opposite direction to apply the wheel brakes (13). For roll braking, the abutment(s) (27) with the connected brake cable sheaths (26) are moved from the zero position (55) in the opposite direction to the wheel brakes (13) and are returned to the zero position (55) for the subsequent release of the wheel brakes (13). The actuation direction (a) for ABS braking and the actuation direction (s) for roll braking are in Figures 11 and 12 shown.

[0156] Figure 11shows an embodiment of this combined ABS and roll braking system (28, 46) with an ABS braking element (29) and a roll braking element (47). These can have a single common actuator (30, 48) and a single common actuating means (32, 50) that engages a common abutment (27) of the brake cables (24, 26). The ABS braking position and the roll braking position are each shown in dashed lines. The zero position (55) of the abutment (27) is marked with solid lines.

[0157] Figure 11 also shows an advantageous combination of the controls (33,51) and the roll sensor (52) together with the common actuator (30,49) on a common carrier (58), which e.g. according to Figures 5 to 8 and 9 designed like a housing and mounted on a cross member (6) via an attachment fitting (36).

[0158] Figure 12 shows a variant of Figure 11with individual abutments (27) for each cable (23, 24) and its brake cable sheath (26). This arrangement allows ABS braking and anti-roll braking of an individual trailer wheel (12) by individually actuating its wheel brake (13).

[0159] In this case, the ABS braking device (1) has two ABS braking elements (29), each acting on one of the brake cables (23, 24). The ABS braking elements (29) each comprise an actuator (30) with a drive (31), in particular an electric motor, and an actuating means (32). The actuators (30) in this case comprise two parallel motors (31) and two individual and parallel actuating means (32), each connected to an individual abutment (27). The ABS braking device (1) can have a common control (33) for both ABS braking elements (29). The ABS braking device (1) can have a common, e.g., housing-like, support (58) for both ABS braking elements (29), which is mounted, e.g., with the fitting (36) on the vehicle trailer (1), e.g., on a cross member (6).

[0160] The ABS braking system (1) can be combined, as described above, with a roll braking system (46) comprising two roll braking elements (47). This system comprises common actuators (30, 48) with common parallel drives (31, 49), in particular electric motors, and common parallel actuating means (32, 50), each connected to an individual abutment (27). Otherwise, a common control system (33, 51) and a roll sensor system (52) can be provided, which are preferably arranged together in the chassis-mounted, e.g., housing-like, support (58).

[0161] The Figure 12 The arrangement of individual abutments (27) for the brake cables (23, 24) shown in FIG. 1 is also shown in the previously described embodiment of the anti-roll brake device (46) of Figure 3 and the ABS braking device (28) of Figure 4with respective engagement on the brake cables (23,24). Furthermore, in the previously described variants of Figure 3 and 4 the ABS braking device (28) and the anti-roll braking device (46) have a common control (33, 51) despite the ABS braking elements (29) and anti-roll braking elements (47) being spatially and functionally separate.

[0162] Figures 13 to 20 show a further embodiment of the ABS braking device (28) and the locking device (37), as well as the optionally present anti-roll device (46). The ABS braking device (28) and the locking device (17), in particular its one or more controllable locking means (38), can be combined with one another to form a single structural unit. A possibly present anti-roll device (46) can also be integrated into this structural unit, analogous to the previously described embodiment.

[0163] The said unit can be, for example, Figure 13 , 14 and15 be mounted on the vehicle trailer (1), in particular on an axle body (11), by means of a fitting (36') in a chassis-fixed manner.

[0164] The ABS braking device (28) or the assembly comprises a support (58) that can be supported on the vehicle trailer (1), on which the one or more ABS braking elements (29) and a locking device (37) with a controllable locking means (38) are arranged. The locking device (37) can be designed as in the previously described embodiments and can also be connected for control purposes to the ABS braking device (28), in particular to the ABS control unit (33).

[0165] The controllable locking means (38) can be designed to act on a brake transmitter (21), in particular a brake linkage, of the mechanical and overrun-movable brake transmission line (18). The ABS control (33) and any roll control (51) are not shown. They can be arranged separately or can be arranged together in the structural unit and on the support (58). They can also be combined into a common control.

[0166] The support (58) has a base part (49) and a fitting (36') for said attachment to an axle body (11). The base part (59) is designed, for example, in a beam-like manner and extends, for example, in the longitudinal direction of the vehicle or in the strand direction.

[0167] In the illustrated embodiment, the ABS braking device (28) comprises a single ABS braking element (29) having a controllable or adjustable actuator (30) arranged on the support (58), in particular on the base part (59). The actuator (30) preferably acts on the brake cables (23, 24) leading to the wheel brakes (13), in particular on their abutments (27).

[0168] The actuator (30) comprises a drive (31) arranged stationary on the support (58) and an actuating means (32) movably mounted on the support (58), which actuating means is connectable or connected to the abutments (27) of the brake cable sheaths (26) of the brake cables (23, 24) designed as Bowden cables. The drive (31) can be fixedly mounted, for example, on the base part (59), in particular at its rear end region in the direction of the cable.

[0169] The drive (31) can comprise a preferably electric motor and a downstream gear that acts on the actuating means (32). The actuating means (32) can be movably arranged and mounted on the base part (59). It can, in particular, be mounted on the base part (59) in a linear manner and displaceable in the strand direction.

[0170] The actuating means (32) comprises, for example, a drive means (60) operatively connected to the drive (31), in particular its gearing, and a carriage (61) coupled thereto. The drive means (60) is designed, for example, as a threaded spindle drive and converts the rotating drive movement of the drive (31) into a linear feed movement of the carriage (61) in the strand direction. The carriage (61) is mounted on the base part (59) for linear movement. The drive element (60) acts on the rear end of the carriage (61) in the strand direction. At the front end in the strand direction, the carriage (61) carries, for example, two abutments (27) for the brake cable casings (26).

[0171] The locking device (37), in particular its controllable locking means (38), is arranged in front of the actuator (30), in particular in front of its drive (31), on the base part (59) in the direction of the strand or in the direction of the overrun device (17). The adjusting means (32), in particular its carriage (61) with the abutments (27), can be moved past the locking means (38). The carriage (61) can have a carriage opening (62) on the upper side for this purpose. The brake cables (25) are guided past the support (58) on both sides and, if necessary, through a comb-like guide element there to the brake distributor (22) and are fastened there.

[0172] The controllable locking means (38) acts on a lockable end region (64) of the brake transmission line (18), in particular of the brake transmitter (21). The end region (64) is extended beyond the brake distributor (22) to the carrier (58). The carrier (58), the locking device (37), in particular its one or more controllable locking means (38), and the actuator (30) are arranged behind the axle body (11) in the line direction. The fitting (36') is located at the front end of the base part (59) in the line direction and is e.g. attached to the underside of the axle body (11).

[0173] The carrier (58), in particular the base part (59), comprises a receiving element (63) for the controllable locking means (38) and the lockable end region (64) of the brake transmission line (18), in particular of the brake transmitter (21). The end region (64) extends axially into the base part (59). The receiving element (63) comprises a recessed and, for example, upwardly open receiving chamber for the movable locking element (39) located therein and the said end region (64). The receiving element (63) also comprises an axial passage opening for the end region (64). Figure 18 and 19 show this arrangement in sectioned side views and perspective top views.

[0174] The controllable locking means (38) comprises an actuating device (42), e.g., a controllable electromagnet, which is arranged stationary on the base part (59) and above the receiving chamber and the locking element (39) therein. In addition, a release means (43), e.g., a spring, may be present in the manner described above.

[0175] The carriage (61) has, for example, a Figure 20 shown fork shape, wherein the upper fork arm of the carriage (61), pointing in the strand direction, has the carriage opening (62) and thus encompasses a region of the base part (59) that is laterally indented on both sides, with the receiving element (63) located there. The lower fork arm of the carriage (61) can engage below the laterally indented region of the base part (59). Bolts projecting laterally from this region of the base part (59) can guide the upper fork arm. Above the upper fork arm, the base part is again widened on both sides and supports the adjusting device (42).

[0176] The locking element (39) can have, for example, a locking means (40), in particular a toothing, on the underside. The end region (64) can be similar to Figure 9 a counter-locking means (41), e.g., a counter-toothing, on its upper side. The end region (64) or the counter-locking means (41) can be suitably guided in the receiving element (63). In particular, a guide pin can axially engage the counter-locking means (41) and its front end facing away from the strand. A seal for the end region (64) of the brake transmitter (21), which is axially inserted here, can be provided at the front end of the base part (59).

[0177] The locking device (37) can function as described above. During ABS braking, the locking element (39) is pressed against the end region (64), preventing its axial movement. This blocks the actuating line (18) and the overrun braking device (16). The ABS braking element (29) can thus act unhindered on the brake cables (23, 24), in particular on their abutments (27) of the brake cable sheaths (26). This locking effect occurs during overrun braking and the superimposed ABS braking.

[0178] The ABS braking device (28) can be in the embodiment of Figures 13 to 20also be supplemented in the aforementioned manner with a roll braking device (46) and in particular combined into a single structural unit. In this case, a common actuator (30, 48) as well as a common drive (31, 49) and a common actuating means (32, 50) are present. The interaction of the ABS braking device (28) and the roll braking device (46) during roll braking can be the same as in the previously described embodiment and as in Figure 11 shown. The locking device (17) can also be active during ABS braking in conjunction with a roll brake and block the actuating line (18).

[0179] In an embodiment not shown, a multiple arrangement of ABS brake elements (29) and possibly anti-roll brake elements (47) is also possible. The arrangement and function can be the same as in Figure 12From a structural point of view, the ABS brake elements (29) and any anti-roll brake elements (47) can each have their own actuator (30, 48) along with the associated drive (31, 49) and their own actuating means (32, 50) as well as the abutment (27) located there. In the embodiment shown, the carriage (61) can be divided in this case, with the carriage parts each being guided independently for linear displacement on the support (58), in particular on the base part (59).

[0180] In modifications of the embodiment shown, the actuating means (32, 50) may comprise, instead of the slide (61), another, e.g., translationally and / or rotationally movable transmission element for actuating force and actuating travel. This may be designed, e.g., as a telescopic arrangement, as a linkage mechanism, or in another manner. Furthermore, it is possible to arrange the one or more abutments (27) directly on the drive element (60), e.g., at the spindle end. Figures 13 to 20The assembly shown may also be surrounded by a protective housing, at least in part.

[0181] When ABS braking technology and anti-roll braking technology are combined according to the variants described above, Figures 3 to 20 ABS braking technology can also be used in the event of sway braking and any abnormal movement conditions that may occur in one or more trailer wheels (12).

[0182] Modifications of the embodiments shown and described are possible in various ways.

[0183] The axle arrangement (10) can have motor-driven trailer wheels (12) which are preferably coupled to a recuperation brake.

[0184] The service brake device (14) can have a detection device for detecting a regenerative braking system on the towing vehicle (2) and a control system which actuates the locking device (37) in the event of a slight overrun and a sensed slight deceleration and when the deceleration value falls below a predetermined deceleration value, so that the mechanical brake transmission line (18) and the overrun braking system (16) are blocked and the regenerative braking system of the towing vehicle (2) brakes the vehicle trailer (1) and has a correspondingly higher recuperation effect and energy yield. If the regenerative braking system on the towing vehicle side is insufficient when a high deceleration requirement is encountered and a predetermined deceleration value is exceeded, and the vehicle trailer (1) threatens to become unstable, this can be achieved with a longitudinal and, if necessary, lateral braking system.Sensors detecting lateral acceleration are detected, whereby the control system releases the locking mechanism and normal overrun braking can take place, if necessary with superimposed ABS braking. Said control system and sensors can be present separately or, for example, be part of the ABS braking technology, in particular the ABS braking device (28).

[0185] Furthermore, the individual features of the previously described embodiments can be combined with one another in other ways and even interchanged within the scope of the claims. Furthermore, further embodiments can be formed within the scope of the claims with the described configurations of the ABS braking device (28), the locking device (37), and the anti-roll braking device (46). LIST OF REFERENCE SYMBOLS

[0186] 1Trailer 2Towing vehicle 3Trailer combination 4Chassis 5Longitudinal member 6Cross member 7Drawbar 8Trailer coupling 9Towing coupling 10Axle arrangement 11Axle body 12Trailer wheel 13Wheel brake 14Service brake device 15Parking brake device 16Overrun brake device 17Overrun device 18Brake transmission line 19Overrun rod 20Transformer, deflection lever 21Brake transmitter, brake linkage, brake cable 22Brake distributor, balance beam 23Brake cable 24Brake cable 25Brake cable 26Brake cable sheath 27Abutment 28ABS braking device 29ABS braking element 30Actuator 31Drive, motor 32Actuator 33ABS control 33Control module 34ABS sensor 35Wheel sensor 36Mounting fitting 36Mounting fitting 37Locking device 38Locking means 39Locking element 40Locking means, toothing of rack 41Counter-locking means, counter-toothing of rack 42Adjusting device, magnet 43Release means, spring 44Support means 45Communication means 46Sway braking device 47Sway braking element 48Actuator 49Drive,Motor 50Actuator 51Sway control 52Sway sensor 53Yaw rate sensor 54Lateral acceleration sensor 55Zero position 56Media connector, socket 57Brake actuator 58Carrier, housing, frame 59Base part 60Propellant, drive rod 61Transmission element, slide 62Slide opening 63Receiving element 64End area , aABS brake actuation direction sAnti-roll brake actuation direction

Claims

1. Locking device for a vehicle trailer (1) in towing travel, wherein the vehicle trailer (1) has vehicle wheels (12) with wheel brakes (13) and a service braking device (14), wherein the service braking device (14) comprises an overrun braking device (16) and an ABS braking device (28) which is operative in the event of the overrun braking and locking vehicle wheels (12), wherein the overrun braking device (16) has a mechanical and overrun-movable braking transmission train (18) leading to the wheel brakes (13), and the ABS braking device (28) comprises one or more ABS braking elements (29) acting on the wheel brakes (13), an ABS sensor arrangement (34) and an ABS controller (33), wherein, when the ABS braking device (28) is activated, the one or more ABS braking elements (29) release and tension the wheel brakes (13), characterized in that the locking device (37) is connectable in terms of control to the ABS braking device (28), in particular to the ABS controller (33), and has a controllable locking means (38) which is capable of acting on the mechanical braking transmission train (18), is designed for arranging on the braking transmission train (18) upstream on the train from the one or more ABS braking elements (29) and can be supported on the vehicle trailer (1), wherein the locking device (37) is designed to lock the mechanical braking transmission train (18) and the overrun movement thereof when the ABS braking device (28) is activated and to release same again when the ABS braking device (28) is deactivated.

2. Locking device according to Claim 1, wherein the braking transmission train (18) comprises an overrun apparatus (17) and a braking transmitter (21) and optionally a braking distributor (22) connected downstream, in particular a balance beam, characterized in that the locking device (37) is designed for arranging on the braking transmitter (21) and / or on the overrun apparatus (17).

3. Locking device according to Claim 1 or 2, characterized in that the locking device (37) has a controllable locking means (38) acting in a form-fitting and / or force-fitting manner on the braking transmission train (18), wherein preferably the locking means (38) comprises a locking element (39) which is movable relative to the braking transmission train (18) and a controllable actuation apparatus (42), in particular an electromagnet.

4. ABS braking device for a vehicle trailer (1) in towing travel, wherein the vehicle trailer (1) has vehicle wheels (12) with wheel brakes (13) and an overrun braking device (16) with a mechanical and overrun-movable braking transmission train (18) leading to the wheel brakes (13), wherein the ABS braking device (28) is operative in the event of the overrun braking and locking vehicle wheels (12) and comprises one or more ABS braking elements (29) acting on the wheel brakes (13), an ABS sensor arrangement (34) and an ABS controller (33), wherein, when the ABS braking device (28) is activated, the one or more ABS braking elements (29) release and tension the wheel brakes (13), characterized in that the ABS braking device (28) comprises a locking device (37) which is connectable or connected in terms of control to the ABS braking device (28), in particular to the ABS controller (33), and which has a controllable locking means (38) which is capable of acting on the mechanical braking transmission train (18), is designed for arranging on the braking transmission train (18) upstream on the train from the one or more ABS braking elements (29) and can be supported on the vehicle trailer (1), wherein the locking device (37) is designed to lock the mechanical braking transmission train (18) and the overrun movement thereof when the ABS braking device (28) is activated and to release same again when the ABS braking device (28) is deactivated.

5. ABS braking device according to Claim 4, characterized in that the locking device (37) is designed according to either of Claims 2 and 3.

6. ABS braking device according to Claim 4 or 5, characterized in that an ABS braking element (29) has an actuator (30) which can be controlled or regulated and is designed for arranging and acting on a brake cable pull (23, 24) leading to a wheel brake (13) or on a braking actuator (57) in or on a wheel brake (13).

7. ABS braking device according to one of Claims 4 to 6, characterized in that the ABS braking device (28) has a carrier (58) which can be supported on the vehicle trailer (1) and to which the one or more ABS braking elements (29) and a locking device (37) with a controllable locking means (38) are arranged, the locking means being designed to act on a braking transmitter (21), in particular a braking linkage, of the mechanical and overrun-movable braking transmission train (18), wherein the locking device (37) is connected in terms of control to the ABS braking device (28), in particular to the ABS controller (33).

8. ABS braking device according to one of Claims 4 to 7, characterized in that the ABS braking device (28) is combined with an anti-sway braking device (46).

9. ABS braking device according to Claim 8, characterized in that the anti-sway braking device (46) has one or more anti-sway braking elements (47), an anti-sway controller (51) and an anti-sway sensor arrangement (52) which preferably comprises a yaw rate sensor (53) and a transverse acceleration sensor (54), wherein preferably the one or more anti-sway braking elements (47) each have an actuator (48) with a preferably controllable drive (49) and an actuation means (50) acting on the braking transmission train (18).

10. ABS braking device according to Claim 9, characterized in that the ABS braking device (28) and the anti-sway braking device (46) have a common actuator (30, 48) and preferably a common controller (33, 51).

11. ABS braking device according to one of Claims 8 to 10, characterized in that the ABS braking device (28) and the anti-sway braking device (46) are designed jointly for arranging and acting on a brake actuator (57) in a wheel brake (13) or on a brake cable pull (23, 24) leading to a wheel brake (13), in particular jointly for acting on a common abutment (27) or on individual abutments of the brake cable pulls (23, 24), wherein preferably the ABS braking device (28) and the anti-sway braking device (46) are designed to move the common abutment (27) or the individual abutments (27) in opposite actuating directions (a, s) starting in each case from a zero position (55), which is fixable with respect to the overrun braking, for the ABS braking and for the anti-sway braking.

12. Locking method for a vehicle trailer (1) in towing travel, wherein the vehicle trailer (1) has vehicle wheels (12) with wheel brakes (13) and a service braking device (14), wherein the service braking device (14) comprises an overrun braking device (16) and an ABS braking device (28) which carries out ABS braking in the event of the overrun braking and locking vehicle wheels (12), wherein the overrun braking device (16) has a mechanical and overrun-movable braking transmission train (18) leading to the wheel brakes (13), and the ABS braking device (28) comprises one or more ABS braking elements (29) acting on the wheel brakes (13), an ABS sensor arrangement (34) and an ABS controller (33), wherein, when the ABS braking device (28) is activated and in the event of the ABS braking, the one or more ABS braking elements (29) release and tension the wheel brakes (13), characterized in that, when the ABS braking device (28) is activated, the braking transmission train (18) and its overrun movement are locked by a locking device (37) in the event of the overrun braking and ABS braking carried out in the process and release same again when the ABS braking is ended and the ABS braking device (28) is deactivated.

13. Method for the ABS braking of a vehicle trailer (1) in towing travel, wherein the vehicle trailer (1) has vehicle wheels (12) with wheel brakes (13) and an overrun braking device (16) with a mechanical and overrun-movable braking transmission train (18) leading to the wheel brakes (13), wherein the ABS braking device (28) is operative in the event of the overrun braking and locking vehicle wheels (12) and comprises one or more ABS braking elements (29) acting on the wheel brakes (13), an ABS sensor arrangement (34) and an ABS controller (33), wherein, when the ABS braking device (28) is activated, the one or more ABS braking elements (29) release and tension the wheel brakes (13), characterized in that, in the event of the ABS braking, when the ABS braking device (28) is activated, the mechanical braking transmission train (18) and its overrun movement are locked by means of a locking device (37), which is connected in terms of control to the ABS braking device (28), in particular to the ABS controller (33), and are released again when the ABS braking device (28) is deactivated.

14. Service braking device for a vehicle trailer having vehicle wheels (12) with wheel brakes (13), wherein the service braking device (14) comprises an overrun braking device (16) and an ABS braking device (28) which is operative in the event of the overrun braking and locking vehicle wheels (12), wherein the overrun braking device (16) has a mechanical and overrun-movable braking transmission train (18) leading to the wheel brakes (13), and the ABS braking device (28) comprises one or more ABS braking elements (29) acting on the wheel brakes (13), an ABS sensor arrangement (34) and an ABS controller (33), wherein, when the ABS braking device (28) is activated, the one or more ABS braking elements (29) release and tension the wheel brakes (13), characterized in that the ABS braking device (28) is designed according to one of Claims 4 to 11.

15. Vehicle trailer having vehicle wheels (12) with wheel brakes (13) and a service braking device (14) with an overrun braking device (16) and an ABS braking device (28) which is operative in the event of the overrun braking and locking vehicle wheels (12), wherein the overrun braking device (16) has a mechanical and overrun-movable braking transmission train (18) leading to the wheel brakes (13), and the ABS braking device (28) comprises one or more ABS braking elements (29) acting on the wheel brakes (13), an ABS sensor arrangement (34) and an ABS controller (33), wherein, when the ABS braking device (28) is activated, the one or more ABS braking elements (29) release and tension the wheel brakes (13), characterized in that the ABS braking device (28) is designed according to one of Claims 4 to 11.