Electro-pneumatic trailer parking brake system, trailer, towing vehicle

Description

[0001] The invention relates in a first aspect to an electropneumatic trailer parking brake system for a trailer according to the preamble of claim 1. The invention relates in a second aspect to a trailer with an electropneumatic trailer parking brake system according to the first aspect of the invention and in a third aspect to a towing vehicle combination with a trailer according to the second aspect of the invention.

[0002] Electropneumatic parking brake systems for commercial vehicles with trailers are generally known. In known electropneumatic parking brake systems, pneumatic control is typically achieved via a trailer control valve located in the commercial vehicle, i.e., in the towing vehicle of the trailer. In particular, such trailer control valves are designed to provide a spring pressure as the control pressure for a pneumatic trailer parking brake module in the trailer. Such an arrangement with a trailer control valve is shown, for example, in DE 10 2015 008 377 A1.

[0003] GB2583533A relates to a braking system for a multi-axle trailer. The system includes first and second pneumatic circuits for supplying air pressure to the brakes at the wheels of the axles. It also includes a trailer brake module with a first electronic control unit (ECU) and a spring-applied brake modulator valve assembly that receives input from a pneumatic circuit, control pressure from the module, and electrical signals from a second ECU. For redundancy in case of, for example, an electrical fault or power failure, the airflow to the brakes can be controlled by the module or by the spring-applied brake modulator valve.

[0004] EP3444155A1 describes an electronically controlled trailer brake control unit for a commercial vehicle trailer, which includes both a modulator valve unit (which can be configured as an EBS control unit) and a spring-applied brake valve unit. The spring-applied brake valve unit provides various spring-applied brake functions, such as a parking function, a release function, an override function, a spring-applied brake immobilization function, an unregulated emergency braking function, a regulated spring-applied emergency braking function, a reservoir-controlled spring-applied brake function, an automatic parking valve actuation function, an auxiliary braking function, a stretch braking function, a test function, and an emergency brake prevention function.

[0005] Such approaches still require improvement. In particular, it is desirable to improve the usability of a trailer parking brake system. This applies especially to situations where a trailer is being maneuvered while uncoupled. An option for electrical or electronic control of a trailer parking brake system would also be desirable. Such an option would significantly improve the controllability of the trailer, particularly in automated, autonomous, or semi-autonomous driving functions of the trailer or the towing vehicle combination.

[0006] This is where the invention comes in, the object of which is to provide an improved, electro-pneumatic trailer parking brake system for a trailer. In particular, the ease of use of a trailer parking brake system is to be improved and / or a possibility for electrical or electronic control of the trailer parking brake system is to be provided.

[0007] The problem relating to the electropneumatic trailer parking brake system is solved by the invention with an electropneumatic trailer parking brake system of claim 1.The invention relates to an electropneumatic trailer parking brake system for a trailer, comprising an electropneumatic trailer parking brake module, wherein the electropneumatic trailer parking brake module is designed to release or engage the electropneumatic trailer parking brake system depending on an operating signal and has: a supply port for receiving a supply pressure, at least one parking brake port for connecting at least one parking brake cylinder, a main valve unit receiving the supply pressure, which is designed to control a spring accumulator pressure at the parking brake port depending on a control pressure applied to a control port, and a pilot valve arrangement receiving the supply pressure for providing the control pressure.

[0008] According to the invention, the electropneumatic trailer parking brake system includes an electronic control unit which is configured to receive the operating signal in the form of an electrical operating signal for releasing or engaging the electropneumatic trailer parking brake system and, depending on the operating signal, to provide an electrical switching signal to the pilot valve arrangement, wherein the pilot valve arrangement is configured to provide the control pressure depending on the electrical switching signal.

[0009] The invention includes the finding that improved possibilities for controlling the electropneumatic trailer parking brake system are available by means of electronic controllability of the electropneumatic trailer parking brake module. By providing an electronic control unit in the trailer parking brake module, and in particular pneumatically independent of parking brake devices such as trailer control valves in the towing vehicle, so-called by-wire controllability, i.e., electrical or electronic controllability, of the trailer parking brake system is enabled via the electrical operating signal, independent of a parking brake system of the towing vehicle.

[0010] Releasing the electropneumatic trailer parking brake system includes, in particular, pressurizing the spring-applied brake cylinders with spring pressure. Engaging the electropneumatic trailer parking brake system includes, in particular, venting the spring-applied brake cylinders.

[0011] Advantageous further developments of the invention can be found in the dependent claims and specify in detail advantageous possibilities for realizing the concept explained above within the scope of the task and with regard to further advantages.

[0012] In a preferred embodiment, a trailer control unit is provided for supplying the operating signal. This embodiment incorporates the finding that the operability of the trailer parking brake system can be further improved by providing a trailer control unit. Operating signals for controlling the trailer parking brake system can be provided by means of the trailer control unit, particularly independently of a parking brake system on the towing vehicle. The control unit is preferably arranged on the trailer, especially preferably at an externally accessible location. In other preferred embodiments, the control unit is arranged in the commercial vehicle, i.e., in the towing vehicle of the trailer. Advantageously, this allows, for example, control of the trailer parking brake system even when the trailer is uncoupled.

[0013] Preferably, the electrical control signal is an electronic control signal. In a preferred embodiment, the electrical control unit has a wired or wireless interface for receiving the electrical control signal from another electrical or electronic control unit.

[0014] Preferably, the trailer control unit has an electronic control element that is connected, or connectable, to the electrical control unit for providing the electrical control signal. The electronic control element preferably comprises an electronic display, in particular a screen, a light, or similar display means, and / or input means, in particular buttons, switches, or similar input means for generating the electrical control signal. Preferably, the display means and the input means can be combined, for example, in the form of a touchscreen.

[0015] In a preferred further development, the electronic control element includes a parking brake switch. The parking brake switch is preferably designed as an electrical or electronic parking brake switch for providing the electrical control signal depending on manual actuation.

[0016] Preferably, the trailer control unit has a pneumatic control element that is pneumatically connected or connectable to the electropneumatic trailer parking brake module to provide a pneumatic control signal, particularly preferably a release pressure. Preferably, the pneumatic control element is pneumatically connected or connectable to the pilot valve assembly and / or to the control port.

[0017] The invention is further developed by the electropneumatic trailer parking brake system having a pressure sensor that is pneumatically connected to the supply port to detect the supply pressure controlled at the supply port. A pressure sensor pneumatically connected to the supply port can advantageously detect a rupture in a trailer supply line or the like. Such detection is particularly advantageous as it allows for the controlled transfer of the trailer to a safe state. Compared to an emergency braking action caused by the uncontrolled engagement of the spring-applied brake cylinders, this further development with a pressure sensor offers the possibility of initiating controlled, and in particular electronically controlled, braking.Controlled braking can be achieved, for example, by a trailer operating system or by time-controlled venting of the spring-applied brake cylinders via the electro-pneumatic trailer parking brake system. Particularly advantageously, emergency braking can be triggered by actuating, especially intermittently or with a gradually increasing current, a holding valve of the pilot control assembly.

[0018] The trailer control unit is particularly preferably designed as a single assembly comprising the electronic control element and an integral or modular housing. Preferably, the trailer control unit comprises at least two connectable, preferably flange-mountable, housing modules. An integral or modular housing advantageously allows for a compact design and effective protection of the trailer control unit. Preferably, the electronic control element and a manually operated valve are arranged within the assembly.

[0019] In a preferred embodiment, the electropneumatic trailer parking brake system includes a manually operated valve, wherein the manually operated valve comprises: a manual actuating means for switching the manually operated valve at least between a first valve position and a second valve position, a first valve port configured to receive the supply pressure, and a second valve port pneumatically connected to the control port for providing a release pressure, wherein in the first valve position of the manually operated valve, the first valve port is pneumatically connected to the second valve port to supply the supply pressure as the release pressure to the control port. Advantageously, a pneumatic operating signal in the form of the release pressure can be provided by means of a manually operated valve.In this way, a pneumatic means of actuating the electropneumatic trailer parking brake module is advantageously provided, particularly in addition to the electrical control signal. By means of a manually operated valve, actuating the trailer parking brake module is advantageously possible even in an electrically passive state, i.e., when the trailer parking brake module is not electrically supplied. Preferably, the assembly includes the manually operated valve. Preferably, the first valve port of the manually operated valve is pneumatically connected to the supply port for receiving the supply pressure.

[0020] The invention is further developed in that the manually operated valve is a 3 / 2-way valve with a vent port that vents to the environment, wherein the 3 / 2-way valve is switchable between the first valve position and the second valve position, wherein in the first valve position the first valve port is pneumatically connected to the second valve port and preferably the vent port is blocked, and wherein in the second valve position the second valve port is pneumatically connected to the vent port and preferably the first valve port is blocked.

[0021] Preferably, the manual actuating device comprises a push-pull element that can be moved axially to actuate the manually operated valve. By means of such a push-pull valve, the manually operated valve can advantageously be switched easily between two valve positions or defined states: a first valve position in which the electropneumatic trailer parking brake system is released, and a second valve position in which the electropneumatic trailer parking brake system is engaged.

[0022] In a preferred embodiment, the manually operated valve is provided with a pneumatic actuator featuring a pneumatic switching input for receiving a switching pressure via a pneumatic switching path. The pneumatic actuator is configured to switch the manually operated valve at least from the first valve position to the second valve position, depending on the switching pressure. A pneumatic actuator advantageously enables a pneumatic reset function, allowing the mechanically operated valve to be switched pneumatically, preferably via a pneumatic path of the electropneumatic trailer parking brake module. Preferably, the pneumatic actuator is configured to switch the manually operated valve to the vented, second valve position.Preferably, the manually operated valve and / or the trailer control unit has a display means for indicating the valve position.

[0023] The invention is further developed by connecting the pneumatic switching path to a pilot path for receiving the control pressure, wherein the pilot path pneumatically connects the pilot valve assembly and the control port. In such a further development, the control pressure can advantageously be provided as the switching pressure at the pneumatic actuating means. Advantageously, such an arrangement allows the manually actuated valve to be switched to the second valve position, which vents the control port of the main valve unit, by applying a control pressure at the pilot path.

[0024] In a preferred embodiment, an electrically controlled switching valve is arranged in the pneumatic switching path for the controllable connection and closure of the pneumatic switching path. The pneumatic switching path is pneumatically connected to the parking brake connection for receiving the spring pressure, or the pneumatic switching path is pneumatically connected to the reservoir connection for receiving the reservoir pressure. By means of an electrically controlled switching valve, the manually operated valve can be actuated in an improved manner via the pneumatic actuating means.Preferably, the switching valve is designed as a 3 / 2-way valve with a first switching valve port that is pneumatically connected to the parking brake port or the reservoir port, and a second switching valve port that is pneumatically connected to the pneumatic switching input, and a third switching valve port that is pneumatically connected to a vent port, wherein in a first switching valve position the first switching valve port is pneumatically connected to the second switching valve port, and in a second switching valve position the second switching valve port is pneumatically connected to the third switching valve port.

[0025] The invention is further developed in that the second valve port of the manually operated valve is pneumatically connected to the control port via an anti-compound port, and / or the second valve port is pneumatically connected to the anti-compound port via a select-high release valve, such that the port of the second valve and the anti-compound port with the higher pressure is connected to the control port. In such a further development, an existing anti-compound port can advantageously be used to additionally connect the manually operated valve pneumatically to the control port of the main valve unit.

[0026] Preferably, the anti-compound port is pneumatically connected to the control port via a select-high changeover valve, such that the port with the higher pressure is connected to the control port via the anti-compound port and a pilot path. In particularly preferred embodiments, the electropneumatic trailer parking brake module comprises a select-high release valve and a select-high changeover valve.

[0027] Preferably, the second valve port of the manually operated valve is pneumatically connected to the control port via the pilot valve assembly. In such a further development, the provision of the release pressure, i.e., the pneumatic operating signal, can additionally be dependent on the pilot valve assembly.

[0028] Preferably, the pilot valve arrangement comprises a bistable valve and / or a monostable holding valve. Preferably, the bistable valve is an electrically controllable 3 / 2-way solenoid valve based on a first electrical switching signal. Preferably, the bistable valve is a permanent magnet bistable valve. Preferably, the holding valve is an electrically controllable 2 / 2-way solenoid valve based on a second electrical switching signal, which is open in the uncontrolled state.

[0029] The invention, in a second aspect, addresses the problem by providing a trailer, preferably for a commercial vehicle, comprising at least one parking brake cylinder and an electropneumatic trailer parking brake system according to the first aspect of the invention. In a further development of the trailer, the trailer control unit is arranged on the trailer.

[0030] The invention leads to the solution of the problem in a third aspect to a towing vehicle with a commercial vehicle and a trailer according to the second aspect of the invention, wherein the trailer control unit is arranged on the commercial vehicle.

[0031] It should be understood that the electropneumatic trailer parking brake system according to the first aspect of the invention, the trailer according to the second aspect of the invention, and the towing vehicle according to the third aspect of the invention have identical and similar sub-aspects, as set out in particular in the dependent claims. In this respect, for the further development of one aspect of the invention, reference is also made to the further developments of the other aspects of the invention.

[0032] Embodiments of the invention are now described below with reference to the drawings and comparison with the prior art, some of which is also shown. These drawings are not necessarily to scale; rather, where explanatory, they are presented in a schematic and / or slightly distorted form. For further details regarding the teachings directly apparent from the drawings, reference is made to the relevant prior art. It should be noted that numerous modifications and changes concerning the form and details of an embodiment can be made without deviating from the general idea of ​​the invention. The features of the invention disclosed in the description, the drawings, and the claims can be essential for the further development of the invention, both individually and in any combination.Furthermore, the invention encompasses all combinations of at least two of the features disclosed in the description, the drawing, and / or the claims. The general idea of ​​the invention is not limited to the exact shape or detail of the preferred embodiment shown and described below, nor is it limited to an object that would be restricted compared to the object claimed in the claims. Where specified dimensioning ranges are given, values ​​lying within the stated limits are also disclosed as limit values ​​and may be used and claimed as desired.

[0033] Further advantages, features and details of the invention will become apparent from the following description of the preferred embodiments and from the drawing; this shows in: Fig. 1 a first preferred embodiment of an electropneumatic trailer parking brake system, Fig. 2 a second preferred embodiment of an electropneumatic trailer parking brake system, Fig. 3 a third preferred embodiment of an electropneumatic trailer parking brake system, Fig. 4 a fourth preferred embodiment of an electropneumatic trailer parking brake system, Fig. 5 a tractor-trailer combination comprising an electropneumatic trailer parking brake system.

[0034] Fig. 1 shows a first preferred embodiment of an electropneumatic trailer parking brake system 102 with an electropneumatic trailer parking brake module 100.

[0035] A supply connection 20, to which a main line 60 is connected, is designed to receive a supply pressure pV for the electro-pneumatic trailer parking brake module 100. Further along the main line 60 in a supply direction RV, a pressure sensor 64 is pneumatically connected to the main line and thus to the supply connection 20 via a first main line branch 60.1 for determining the supply pressure pV.

[0036] Further along the main line 60 in the supply direction RV, an electro-pneumatic pilot valve assembly 70 is pneumatically connected to the main line 60 via a second main line branch 60.2. Further along the main line 60 in the supply direction RV, a main line check valve 66 is arranged, which is designed to open in the supply direction, i.e., in the direction of compressed air flowing from the supply connection 20 into the main line 60, and to close in the opposite direction. The main line check valve 66 advantageously prevents the escape of the supply pressure pV from a main valve unit 50, particularly in the event of a supply coupling head breaking off.

[0037] The main line check valve 66 is followed in the supply direction RV by the main valve unit 50 with a relay valve 52, which is connected to the main line 60 via a first main valve port 50.1. The relay valve 52 is designed to pneumatically connect the first main valve port 50.2 and a second main valve port 50.2 by pressurizing a control port 50.4 with a control pressure pS, in order to control a spring accumulator pressure pF at the second main valve port 50.2 depending on the control pressure pS. The second main valve port 50.2 is in turn connected to a second main line section 61 of the main line 60.

[0038] The second main valve port 50.2 is pneumatically connected to the control port 50.4 via a third main line branch 60.3 and a pneumatic self-holding path 50.6, which includes a throttle 50.5. The pneumatic connection is designed with a relatively small nominal diameter through the throttle 50.5, so that in the event of a leakage-related pressure drop at the control port 50.4, the pressure is restored to the level of the controlled spring pressure pF by a relatively slow inflow.

[0039] A fourth main line branch 60.4 connects the second main line section 61 to a further pressure sensor 92 for determining the spring brake pressure pF. The second main line section 61 is connected – to provide the spring brake pressure pF – to a parking brake connection 21, in this case to a first parking brake connection 21.1 and a second parking brake connection 21.2.

[0040] From the second main line branch 60.2, a fourth control line section 62.4 connects a pilot path 62 the main line 60 with a first bistable valve connection 72.1 of a bistable valve 72 of the pilot valve arrangement 70.

[0041] The bistable valve 72 of the pilot valve assembly 70 is designed as a bistable 3 / 2-way solenoid valve, which is shown here in a venting position 72B, in which a third bistable valve port 72.3 is pneumatically connected to the second bistable valve port 72.2 for venting the pilot path 62. The bistable valve 72 is designed, in a venting position 72A (not shown here), to establish a pneumatic connection between the first bistable valve port 72.1 and the third bistable valve port 72.3 for providing the supply pressure pV in the pilot path 62. The bistable valve 72 can be switched between the venting position 72A and the venting position 72B depending on a first electrical switching signal S1.

[0042] The pilot valve assembly 70 includes a holding valve 76. The third bistable valve port 72.3 is connected via a third control line section 62.3 of the pilot path 62 to a first holding valve port 76.1 of the holding valve 76. The pilot valve assembly 70 can be designed as a single unit; however, it is also possible for the bistable valve 72 and the holding valve 76 to be designed as independent components.

[0043] The holding valve 76 is designed as a normally open, 2 / 2-way solenoid valve and is shown here in its release position 76B, in which the first holding valve port 76.1 is pneumatically connected to a second holding valve port 76.2. In a holding position 76A, which is present when the holding valve 76 is energized, i.e., when a second electrical switching signal S2 is present, the pneumatic connection between the first holding valve port 76.1 and a second holding valve port 76.2 is broken. The holding valve 76 is monostable and switches itself to the release position 76B in the unactuated state, i.e., when no second electrical switching signal S2 is present.

[0044] A second control line section 62.2 of the pilot path 62 is connected to the second holding valve port 76.2. The second control line section 62.2 is in turn pneumatically connected to a second changeover valve port 54.2 of a Select-High changeover valve 54.

[0045] A first control line section 62.1 of the pilot path 62 is connected to the third changeover valve port 54.3, which in turn is pneumatically connected to the control port 50.4 of the relay valve 52. By applying pressure to the control port 50.4, the relay valve 52 can be actuated to control the spring accumulator pressure pF at the third main valve port 50.3.

[0046] With the Select-High changeover valve 54 in the embodiment shown here, the port 54.1, 54.2 with the higher pressure is always pneumatically connected to the third port 54.3. In accordance with the operating principle of a changeover valve, the other port 54.1, 54.2 is blocked by the valve body.

[0047] A first vent line section 63.1 of a vent line 63 is connected to the second bistable valve port 72.2 of the bistable valve 72. In a vent position 72B of the bistable valve, the third bistable valve port 72.3 is pneumatically connected to the second bistable valve port 72.2. In this vent position 72B, the third control line section 62.3 of the pilot path 62 is thus pneumatically connected to the first vent line section 63.1.

[0048] The first vent line section 63.1 is connected to a second vent line section 63.2, which in turn is connected to a vent port 3 of the electropneumatic trailer parking brake module 100. A third vent line section 63.3 connects the first main valve port 50.1 of the main valve unit 50 or the relay valve 52 to the vent line 63 and consequently to the vent port 3.

[0049] With a Fig. 1The system shown provides a fail-safe braking function, meaning a function for braking a vehicle in the event of a power failure or an error signal from a control unit 300. This fail-safe braking function is provided by maintaining a control pressure pS at the control port 50.4 of the relay valve, which vents at least one spring-applied brake cylinder 524 to release the parking brake. When a fail-safe braking situation occurs, particularly in the event of a power failure or an error signal from the electronic control unit 300, the control port 50.4 is vented, thus venting the spring-applied brake cylinders 524 to activate the parking brake. The control pressure pS can be provided as an additional control pressure pZ via an anti-compound port 41.

[0050] The venting of the control connection 50.4 can be made possible via the holding valve 76, which automatically becomes de-energized and opens in the event of a power failure FS or a fault FA of the electronic control unit 300.

[0051] Because a Select-High changeover valve 54 is provided, the control port 50.4 of the relay valve 52 can also be vented, in particular with a control pressure pS or an additional control pressure pZ or a release pressure pL, when the bistable valve 72 is in the venting position 72B.

[0052] By combining the holding valve 76 and the Select-High changeover valve 54, the control connection 50.4 of the relay valve 52 can be vented and aerated in particular without having to switch the bistable valve 72 to the venting position 72A.

[0053] This combination advantageously avoids a situation in which a power failure or an error signal from the control unit 300 occurs at a time when the bistable valve 72 is still in the venting position 72A, and thus venting the control port 50.4 to generate a failure braking would not be possible, because in this case no pneumatic connection could be established between the control port 50.4 and the venting port 3.

[0054] The Select-High changeover valve 54 allows an additional, alternative compressed air source to be connected to the control port 50.4 for actuating the relay valve 52. For this purpose, an anti-compound port 41 is pneumatically connected to the first changeover valve port 54.1 via a fifth control line section 62.5.

[0055] The fifth control line section 62.5 connects the first changeover valve port 54.1 to a third release valve port 58.3 of a Select-High release valve 58.

[0056] The anti-compound port 41 for receiving an additional control pressure pZ is pneumatically connected to a second release valve port 58.2. A first release valve port 58.1 is connected via a pneumatic control line 89 to a second valve port 80.2 of a manually operated valve 80 for receiving a pneumatic operating signal SBP in the form of a release pressure pL.

[0057] With the Select-High release valve 58, the port 58.1, 58.2 with the higher pressure is always pneumatically connected to the third port 58.3. In accordance with the operating principle of a changeover valve, the other port 58.1, 58.2 is blocked by the valve body.

[0058] According to the concept of the invention, the electropneumatic trailer parking brake module 100 has a trailer control unit 110. The trailer control unit 110 is designed as a unit 112 with a housing 114, which includes both an electronic control element 120 and a pneumatic control element 78 with a manually actuated valve 80.

[0059] The electronic control element 120 is connected to the electronic control unit 300 of the electropneumatic trailer parking brake module 100 via an electrical control line 126 to provide an operating signal SB, namely an electrical operating signal SBE in the form of a third electrical switching signal S3.

[0060] The manually operated valve 80 of the pneumatic control element 78 is designed as a 3 / 2-way valve 81, which can be switched between a first valve position 80A and a second valve position 80B by means of a manual actuating device 82, which in this case is designed as a pull-push element 83. The pull-push element 83 is a manually adjustable switch which can be moved by means of a pull or a push movement in an axial direction RA to switch the manually operated valve 80.

[0061] The manually operated valve 80 has a first valve port 80.1, which is connected via a pneumatic supply line 87 to a fifth main line branch 60.5 of the pneumatic main line 60. The fifth main line branch 60.5 is located in the main line 60 between the supply port 20 and the first main line branch 60.1. The manually operated valve 80 has a vent port 80.3, which vents into an environment U.

[0062] In the first valve position 80A, the first valve port 80.1 is pneumatically connected to the second valve port 80.2, so that the supply pressure pV is provided as release pressure pL via the pneumatic operating control line 89, as well as the fifth and first control line sections 62.5, 62.1 at the control port 50.4.

[0063] In the second valve position 80B, the second valve port 80.2 is connected to the vent port 80.3, so that the control port 50.4 is not subjected to the release pressure pL and is in particular vented.

[0064] By switching to the first valve position 80A, the trailer parking brake system 102 can be moved to a released state, for moving a trailer 201 (not shown here). By switching to the second valve position 80B, the trailer parking brake system 102 can be moved to an engaged state, in which the trailer 201 is braked.

[0065] In optional embodiments, the electronic control unit 300 can, in addition to or as an alternative to the electronic control element 120, have a wired or wireless electrical or electronic interface 320, which is configured to receive an electrical control signal SBE from a further electrical or electronic control unit 330. The further electronic control unit 330 can preferably be arranged in a towing vehicle configured as a commercial vehicle 202. In other embodiments, the electronic control unit 330 can be configured differently, for example as a mobile terminal.

[0066] In Fig. 2 , Fig. 3 and Fig. 4 Further preferred embodiments of the invention are shown, with reference to the descriptions for identical or similar parts of the embodiments. Fig. 1 Reference is made and, in particular, repetitions are avoided.

[0067] In Fig. 2Another preferred embodiment of an electropneumatic trailer parking brake system 102 is shown. Compared to the one in Fig. 1In the illustrated embodiment of the trailer parking brake module 100 shown here, the manually operated valve 80 has a pneumatic actuator 84. The pneumatic actuator 84 allows the manually operated valve 80 to be pneumatically switched in addition to the manual actuator 82. The pneumatic actuator 84 has a pneumatic switching input 84.1 for receiving a switching pressure pU. The pneumatic switching input 84.1 is connected to the pilot path 62 via a pneumatic switching path 86 at a sixth main line branch 60.6. Thus, a control pressure pS prevailing in the pilot path 62 can be provided as a switching pressure pU at the pneumatic switching input 84.1. The sixth main line branch 60.6 is arranged in the pilot path 62 between the holding valve 76 and the select-high changeover valve 54. When a switching pressure pU is present at the pneumatic switching input 84.1 switches the manually operated valve 80 to the second valve position 80B. By means of the pneumatic actuating device 84, the manually operated valve 80 can advantageously be pneumatically actuated in addition to manual actuation.

[0068] Advantageously, the manually operated valve 80 has a display means 85 configured to indicate the current valve position 80A, 80B of the manually operated valve 80. The display means 85 can be a mechanical indicator, for example with a sliding pin, rotary indicator or the like, preferably a clearly visible indicator.

[0069] Fig. 3 Figure 1 shows a third preferred embodiment of an electropneumatic trailer parking brake module 100. In contrast to the one in Figure 1, the following embodiment is shown: Fig. 2In the second embodiment shown, the electropneumatic trailer parking brake module 100 depicted here has an electrically controllable switching valve 90 in the pneumatic switching path 86 for controllably connecting and interrupting the pneumatic switching path 86. The electrically controllable switching valve 90 is designed as a 3 / 2-way valve 91 with a first switching valve port 90.1, a second switching valve port 90.2, and a third switching valve port 90.3. A further difference from the one shown in Fig. 2In the second embodiment shown, the pneumatic switching path 86 is not pneumatically connected to the pilot path 62, but rather to the parking brake connection 21 or the second main valve connection 50.2. Consequently, the spring pressure pF is provided as the switching pressure pU at the pneumatic switching input 84.1. The third switching valve connection 90.3 is pneumatically connected to the vent connection 3 of the electropneumatic trailer parking brake module 100.

[0070] The electrically controlled switching valve 90 can be switched between a first switching valve position 90A and a second switching valve position 90B depending on a fourth electrical switching signal S4 from the electronic control unit 300. In the first switching valve position 90A, the first switching valve port 90.1 is pneumatically connected to the second switching valve port 90.2, so that a spring accumulator pressure PF controlled at the second main valve port 50.2 is provided as the switching pressure pF at the pneumatic switching input 84.1. In the second switching valve position 90B, the second switching valve port 90.2 is pneumatically connected to the third switching valve port 90.3, so that the pneumatic switching input 84.1 is vented via the vent port 3.

[0071] Another difference from the one in Fig. 2In the second embodiment shown, the second valve port 80.2 of the manually operated valve 80 is pneumatically connected to the control port 50.4 via the pilot valve assembly 70. The second valve port 80.2 is connected to the second bistable valve port 72.2. Consequently, the release pressure pL is routed to the control port 50.4 via the bistable valve 72 and the holding valve 76 when the manually operated valve 80 is in its first valve position 80A. The control port 50.4 can also be vented via this path when the manually operated valve 80 is in its second valve position 80B.

[0072] Fig. 4Figure 1 shows a fourth preferred embodiment of an electropneumatic trailer parking brake module 100, in which, compared to the third embodiment shown above, the electrically controlled switching valve 90 is connected to the pneumatic main line 60 and thus to the supply connection 20. Consequently, the supply pressure pV is provided as the switching pressure pU at the pneumatic switching input 84.1, depending on the fourth electrical switching signal S4. It is therefore possible to provide the switching pressure pU in a way that is essentially independent of the pilot valve arrangement 70.

[0073] Fig. 5 Figure 1 schematically shows a vehicle combination 203 with a commercial vehicle 202 as the towing vehicle and a trailer 201. The trailer 201 has an electropneumatic trailer parking brake system 102 with an electropneumatic trailer parking brake module 100.

[0074] The trailer 201 includes a supply coupling head 224 for connecting a pneumatic trailer supply line 250 of the trailer 201 to a compressed air supply system of the commercial vehicle 202 (not shown) for providing compressed air. The pneumatic consumers of the trailer 201, in particular the trailer parking brake system 102 and a trailer service brake system 106, are supplied with the supply pressure pV via the trailer supply line 250. At a first trailer supply line branch 250.1, the trailer supply line 250 is connected to a supply port 20 of the electro-pneumatic trailer parking brake module 100 to supply it with the supply pressure pV.Such a direct connection between the electro-pneumatic trailer parking brake module 100 and the reservoir coupling head 224, particularly without a check valve or the like, advantageously ensures that, in the event of a breakage of the reservoir coupling head 224, and especially additionally of a control coupling head 220, the pressure at the reservoir connection 20 drops as a safety measure, thus venting the control connection 50.4 of the main valve unit 50 to allow the spring-applied brake cylinders 524 to engage. The trailer reservoir line 250 is further pneumatically connected to a compressed air reservoir 230 and further to a trailer service brake module 240.

[0075] The trailer 201 includes a service brake coupling head 222 for connecting a pneumatic service brake line 260 to a service brake system of the commercial vehicle 202 (not shown here) for receiving a service brake pressure pB. The service brake pressure pB is provided to the trailer service brake module 240, in particular as a control pressure.

[0076] The control coupling head 220 is designed for connecting at least one electrical trailer control line 262 to at least one electrical vehicle control unit of the commercial vehicle 202 (not shown here). A number of electrical or signal sources can thus be connected to a number of electrical or signal receivers via the control coupling head 220, for example, to supply power to the trailer 201 or to enable signal exchange for brake lights, the service brake system, or other vehicle systems. In particular, electrical signals can be provided to and / or received by the trailer service brake module 240 and / or the electrical control unit 300 of the electropneumatic trailer parking brake module 100 via the control coupling head 220.

[0077] The train set 203 can have additional coupling heads, such as here an additional electrical supply coupling head 226 for supplying the trailer service brake module 240.

[0078] The trailer 201 has six wheels 510, with two wheels 510 each having a service brake cylinder 526 and four wheels 510 each having a combination brake cylinder 520. Each combination brake cylinder 520 has a service brake chamber 522, which is pneumatically connected to the trailer service brake module 240, and a spring-applied brake chamber 524, which is pneumatically connected to the trailer parking brake module 100. However, the electropneumatic trailer parking brake system 102 can also have a spring-applied brake cylinder 524 instead of a combination brake cylinder 520.

[0079] The electropneumatic trailer parking brake system 102 comprises a trailer control unit 110 according to the concept of the invention. The trailer control unit 110 includes an electronic control element 120 for providing a third electrical switching signal S3 to the electronic control unit 300 of the electropneumatic trailer parking brake module 100. The trailer control unit 110 further comprises a manually actuated valve 80 for providing a release pressure pL to the electropneumatic trailer parking brake module 100.

[0080] Optionally, the trailer control unit 110 can have further pneumatic valve elements as shown here, for example a check valve 252 for the trailer supply line 250 to protect the pressure reservoir 230, especially in the event of a tear-off of the supply coupling head 224. Reference symbol list (part of the description)

[0081] 3 Vent port 20 Reservoir port 21 Parking brake port 41 Anti-compound port, auxiliary brake pressure port 50 Main valve unit 50.1-50.3 First to third main valve port 50.4 Control port 50.5 Throttle 50.6 Pneumatic self-holding path 52 Relay valve 54 Select-High changeover valve 54.1-54.3 First to third changeover valve port of the Select-High changeover valve 58 Select-High release valve 58.1-58.3 First to third release valve port of the Select-High release valve 60 Main line 60.1-60.6 First to sixth main line branch 61 Second main line section 62 Pilot path 62.1-62.5 First to fifth pilot line section 63 Vent line 63.1-63.3 First to third Vent line section 64 Pressure sensor 66 Main line check valve 70 Pilot valve assembly 72 Bistable valve 72.1-72.3 First to third bistable valve connection 72A Vent position of the bistable valve 72B Vent position of the bistable valve 76 Holding valve 76.1, 76.2 First, second holding valve connection 76A Holding position of the holding valve 76B Release position of the holding valve 78 Pneumatic control element 80 Manually operated valve 80.1 First valve connection of the manually operated valve 80.2 Second valve connection of the manually operated valve 80.3 Vent connection of the manually operated valve 80A First valve position of the manually operated valve 80B Second valve position of the manually operated valve 81 3 / 2-way valve 82 Manual actuator 83 Push-pull element 84 Pneumatic actuator 84.1 Pneumatic switching input 85 Indicator 86 Pneumatic switching path 87 Pneumatic operating supply line 89 pneumatic operating control line 90 electrically controlled switching valve 90.1-90.3 First to third switching valve connection 90A First switching valve position 90B Second switching valve position 91 3 / 2-way valve 92 Additional pressure sensor 100 Electropneumatic trailer parking brake module 102 Electropneumatic trailer parking brake system 106 Trailer service brake system 110 Trailer control unit 112 Assembly unit 114 Housing 120 Electronic control element 126 Electrical control line 201 Trailer 202 Commercial vehicle 203 Tractor unit 220 Control coupling head 222 Service brake coupling head 224 Supply coupling head 226 Electrical supply coupling head 230 Compressed air reservoir 240 Trailer service brake module 250 Pneumatic trailer supply line 250.1 Trailer supply line branch 252 Check valve 260 Pneumatic service brake line 262 Trailer control line 300 Electronic control unit 320 Electrical interface 330 Additional electronic control unit 510 Wheel 520 Combination brake cylinder 522 Service brake chamber 524 Spring brake chamber, spring brake cylinder 526 Service brake cylinder FA Fault case FS Power failure pF Spring brake pressure pL Release pressure pS Control pressure pU Switching pressure pV Supply pressure RA Axial direction RV Supply direction SB Operating signal SBE Electrical operating signal SBP Pneumatic operating signal U Environment.

Claims

1. Electropneumatic trailer parking brake system (102) for a trailer (201), which parking brake system comprises an electropneumatic trailer parking brake module (100), the electropneumatic trailer parking brake module (100) being designed to release or engage the electropneumatic trailer parking brake system (102) on the basis of an operating signal (SB) and having: a supply port (20) for receiving a supply pressure (pV), at least one parking brake port (21) for connecting at least one parking brake cylinder (24), a main valve unit (50) which receives the supply pressure (pV) and is designed to modulate a spring accumulator pressure (pF) at the parking brake port (21) on the basis of a control pressure (pS) present at a control port (50.4), a pilot control valve assembly (70) for providing the control pressure (pS), said pilot control valve assembly receiving the supply pressure (pV), characterized by an electronic control unit (300) designed to receive the operating signal (SB) in the form of an electrical operating signal (SBE) for releasing or engaging the electropneumatic trailer parking brake system (102) and to provide an electrical switching signal (S, S1, S2) to the pilot control valve assembly (70) on the basis of the electrical operating signal (SBE), the pilot control valve assembly (70) being designed to provide the control pressure (pS) on the basis of the electrical switching signal (S, S1, S2), and a trailer operating unit (110) for providing the operating signal (SB), the trailer operating unit (110) having an electronic operating element (120) which is connected or connectable, in a signal-conducting manner, to the electrical control unit (300) in order to provide the electronic operating signal (SBE), and the trailer operating unit (110) having a pneumatic operating element (78) which is pneumatically connected or connectable to the electropneumatic trailer parking brake module (100) in order to provide a pneumatic operating signal (SBP).

2. Electropneumatic trailer parking brake system (102) according to claim 1, characterized in that the electronic operating element (120) comprises a parking brake switch (122).

3. Electropneumatic trailer parking brake system (102) according to either of the preceding claims, characterized in that the electropneumatic trailer parking brake system (102) has a pressure sensor (64) which is pneumatically connected to the supply port (20) in order to detect the supply pressure (pV) modulated at the supply port (20).

4. Electropneumatic trailer parking brake system (102) according to any of the preceding claims, characterized in that the trailer operating unit (110) is designed as a structural unit (112) comprising the electronic operating element (120) and having an integral or modular housing (114).

5. Electropneumatic trailer parking brake system (102) according to any of the preceding claims, characterized in that the electropneumatic trailer parking brake system (102) and / or the pneumatic operating element (78) comprises a manually actuatable valve (80) for providing the pneumatic operating signal (SBP), the manually actuatable valve (80) having: a manual actuating means (82) for switching the manually actuatable valve (80) at least between a first valve position (80A) and a second valve position (80B), a first valve port (80.1) designed to receive the supply pressure (pV), and a second valve port (80.2) pneumatically connected to the control port (50.4) in order to provide the pneumatic operating signal (SBP) in the form of a release pressure (pL), the first valve port (80.1) being pneumatically connected to the second valve port (80.2) when the manually actuatable valve (80) is in the first valve position (80A), in order to introduce the supply pressure (pV) in a controlled manner as release pressure (pL) at the control port (50.4).

6. Electropneumatic trailer parking brake system (102) according to claim 5, characterized in that the manually actuatable valve (80) is a 3 / 2-way valve (81) comprising a vent port (80.3) that vents to the surroundings (U), the 3 / 2-way valve (81) being switchable between the first valve position (80A) and the second valve position (80B), the first valve port (80.1) being pneumatically connected to the second valve port (80.2) when the valve is in the first valve position (80A), and the second valve port (80.2) being pneumatically connected to the vent port (80.3) when the valve is in the second valve position (80B).

7. Electropneumatic trailer parking brake system (102) according to either of claims 5 and 6, characterized in that the manual actuating means (82) comprises a pull-push element (83) which can be moved in an axial direction (RA) in order to actuate the manually actuatable valve (80).

8. Electropneumatic trailer parking brake system (102) according to any of claims 5 to 7, characterized in that the manually actuatable valve (80) has a pneumatic actuating means (84) comprising a pneumatic switching input (84.1) for receiving a switching pressure (pU) via a pneumatic switching path (86), the pneumatic actuating means (84) being designed to switch the manually actuatable valve (80) at least from the first valve position (80A) to the second valve position (80B) on the basis of the switching pressure (pU).

9. Electropneumatic trailer parking brake system (102) according to claim 8, characterized in that the pneumatic switching path (86) is connected to a pilot control path (62) in order to receive the control pressure (pS), the pilot control path (62) pneumatically connecting the pilot control valve assembly (70) and the control port (50.4).

10. Electropneumatic trailer parking brake system (102) according to claim 8, characterized in that an electrically controllable switching valve (90) for the controllable connection and closure of the pneumatic switching path (86) is arranged in the pneumatic switching path (86), the pneumatic switching path (86) being pneumatically connected to the parking brake port (21) in order to receive the spring accumulator pressure (pF), or the pneumatic switching path (86) being pneumatically connected to the supply port (20) in order to receive the supply pressure (pV).

11. Electropneumatic trailer parking brake system (102) according to any of claims 5 to 10, characterized in that the second valve port (80.2) of the manually actuatable valve (80) is pneumatically connected to the control port (50.4) via an anti-compound port (41), and / or the second valve port (80.2) is pneumatically connected to the anti-compound port (41) via a select-high release valve (58) in such a way that the port with the higher pressure out of the second valve port (80.2) and the anti-compound port (41) is connected to the control port (50.4).

12. Electropneumatic trailer parking brake system (102) according to claim 11, characterized in that the second valve port (80.2) of the manually actuatable valve (80) is pneumatically connected to the control port (50.4) via the pilot control valve assembly (70).

13. Electropneumatic trailer parking brake system (102) according to any of the preceding claims, characterized in that the pilot control valve assembly (70) has a bistable valve (72).

14. Electropneumatic trailer parking brake system (102) according to any of the preceding claims, characterized in that the pilot control valve assembly (70) has a monostable holding valve (76) which switches to a release position (76B) in the non-activated state.

15. Trailer (201), preferably for a commercial vehicle (202), said trailer having at least one parking brake cylinder (520) and an electropneumatic trailer parking brake system (102) according to any of the preceding claims.

16. Trailer (201) according to claim 15, characterized in that the trailer operating unit (110) is arranged on the trailer (201).

17. Towing combination (203) comprising a commercial vehicle (202) and a trailer according to claim 15 or 16, characterized in that the trailer operating unit (110) is arranged on the commercial vehicle (202).