Braking-value transducer for an electropneumatic and / or electromechanical braking system, electropneumatic and / or electromechanical braking system, and vehicle, in particular commercial vehicle

Abstract

The invention relates to a braking-value transducer (100) for an electropneumatic and / or electromechanical braking system (250) of a vehicle (200a), in particular a commercial vehicle (200b), comprising: a slidably arranged plunger piston (105); a first displacement sensor (106a); and a second displacement sensor (106b) which is redundant with respect to the first displacement sensor (106a), for detecting a movement (160) of the plunger piston (105); and a signal-converter device (150) comprising two redundant signal converters (155) for reading out the detected movement (160), wherein the braking-value transducer (100) comprises a pressure chamber (120) and a sensor device (125) for sensing a measurement variable (161) relating to the pressure chamber (120), and wherein the movement (160) of the plunger piston (105) can be determined by sensing the measurement variable (161).

Description

[0001] Brake value sensor for an electropneumatic and / or electromechanical braking system, electropneumatic and / or electromechanical braking system and vehicle, in particular commercial vehicle

[0002] The invention relates to a brake signal sensor for an electropneumatic and / or electromechanical braking system of a vehicle, in particular a commercial vehicle. The invention further relates to an electropneumatic and / or electromechanical braking system for a vehicle, in particular a commercial vehicle, and to a vehicle, in particular a commercial vehicle.

[0003] Such a brake value sensor is designed to control the braking force for braking a vehicle, particularly a commercial vehicle. In an electropneumatic braking system, the level of braking force in two brake circuits can be controlled either electronically or pneumatically. Typically, the braking force is controlled electronically during normal operation and only switches to pneumatic control when a fault occurs in the electronic brake control unit. In an electromechanical braking system of a motor vehicle, the level of braking force can be controlled either electronically or mechanically. Typically, the braking force is controlled electronically during normal operation and only switches to an alternative electronic control system when a fault occurs in the electronic brake control unit.

[0004] In the brake value transmitter, a brake control pressure is set from a supply pressure applied on the input side as a function of a travel or a displacement of a tappet piston which is connected to the brake pedal of the motor vehicle, which brake control pressure is introduced as pilot pressure into a pneumatic relay valve of the relevant brake circuit and is converted there into a braking force effective in the associated wheel brake cylinders.

[0005] According to the state of the art, the displacement is determined by an electronic displacement sensor. The displacement sensor is typically contactless and is influenced inductively or magnetically by a ferromagnetic or permanent-magnetic signal generator that is directly or indirectly attached to the tappet piston. The displacement sensor measures the displacement of the tappet piston, which is then transmitted, for example, in the form of a pulse-width-modulated signal to an electronic control unit of an electronic brake control system. The electronic control unit feeds a corresponding control current into an electromagnetic relay valve of the relevant brake circuit, where it is converted into a braking force effective in the associated wheel brake cylinders.

[0006] Compared to pneumatic control of the brake pressures, electronic control of the brake forces has the advantage of a faster response to a changed actuation position of the brake pedal and a more precise dosage of the effective braking forces.

[0007] By providing a separate power supply and connecting to different electronic control units, the travel sensors can be operated independently of each other, and their sensor signals can be evaluated independently of each other. This allows the two travel sensors to be used redundantly, so that if one of the two travel sensors fails, the sensor data from the other travel sensor is available to control the relay valves of one or more brake circuits in a vehicle.

[0008] Such a brake value sensor is disclosed in DE 10 2019 129 153 A1.

[0009] DE 10 2019 129 153 A1 discloses a foot brake module of an electropneumatic brake system of a motor vehicle with at least two pneumatic brake circuits, which can be actuated by means of a brake pedal, and which has a pneumatic part with a pneumatic brake control valve and an electrical part with at least one electrical switch and at least one electronic displacement sensor, wherein the electrical switch is contactless, and in an embodiment of the foot brake module with two displacement sensors, these each have a separate power supply and are connected to different electronic control units.

[0010] DE 101 16 203 A1 discloses a hydraulic vehicle brake system with wheel brakes for four wheels distributed over a first and a second vehicle axle, with a hydraulic external energy source and electrically controllable service valve arrangements arranged between this and the wheel brakes, and with a brake value transmitter actuated by a brake pedal for carrying out service braking by means of hydraulic external energy using the service brake valve arrangements, and with a dual-circuit master brake cylinder actuated by means of the brake pedal for carrying out auxiliary braking by means of muscle power.

[0011] DE 10 2014 010 815 A1 discloses an electropneumatic control valve, in particular an electropneumatic dual-circuit brake value sensor in a compressed air brake system of a vehicle, for regulating a brake pressure corresponding to a desired braking effect in a first brake circuit and in a second brake circuit, with a pedal-operated first valve system arranged in an upper housing region and a middle housing region of a control valve housing, with a second valve system arranged in a lower housing region of the control valve housing and actuated pneumatically and / or mechanically by the first valve system, in which a valve piston is arranged in the control valve housing in the first valve system, which valve piston is axially displaceable by means of a tappet piston against a spring force,in which an electrical switch for registering the start of actuation of the control valve and / or a displacement sensor for outputting an electrical displacement signal for registering the actuation travel of the plunger piston are arranged in a receiving device in the area of ​​the plunger piston or the valve piston of the first valve system, and in which the electrical switch and / or the displacement sensor are connected to an electronic and / or electromechanical measuring unit. In this control valve, it is provided that the electronic measuring unit is designed as an application-specific subunit of an electronically controlled braking system and is arranged in a partially enclosed electronics housing, and that the electronics housing is interchangeably connectable to the receiving device.

[0012] For an electropneumatic braking system without pneumatic redundancy or an electromechanical braking system, it may be necessary to provide a purely electrical braking signal generator or braking value transmitter with improved redundancy for safe operation of the braking system.

[0013] The invention is therefore based on the object of enriching the prior art and providing an improved brake signal sensor. One embodiment of the invention can, in particular, achieve the object of providing an electrical brake signal sensor with improved redundancy for determining a braking request or pedal actuation.

[0014] This object is achieved by a brake signal sensor according to claim 1 and the subject matter according to the further independent claims. The subclaims specify preferred developments of the invention.

[0015] According to the invention, a brake value transmitter is provided for an electropneumatic and / or electromechanical braking system of a vehicle, in particular a commercial vehicle. The brake value transmitter comprises: a displaceably arranged plunger piston, a first displacement sensor, and a second displacement sensor redundant to the first displacement sensor for detecting a displacement of the plunger piston, a signal converter device with two redundant signal converters for reading the detected displacement, wherein the brake value transmitter has a pressure chamber and a sensor device for sensing a measured variable relating to the pressure chamber, wherein the displacement of the plunger piston can be determined by sensing the measured variable.

[0016] The plunger piston or tappet can be displaced when a brake pedal is depressed. The achievable displacement or travel of the plunger piston can be crucial for the desired braking effect. To ensure that braking can be reliably determined based on the displacement of the plunger piston, the brake signal transmitter includes two displacement sensors, each configured to detect the displacement of the plunger piston and configured redundantly to each other.

[0017] It was recognized that such a brake value sensor should also be usable in a braking system without pneumatic redundancy. Therefore, it is possible that pneumatic conversion of the displacement into braking force by a pneumatic relay valve is unnecessary. A remaining mechanism of the brake value sensor can serve the pedal feel for the driver in order to provide feedback or perceptible feedback to the driver regarding braking. By eliminating pneumatic redundancy, the safety and reliability of the brake value sensor can be increased by the brake value sensor having the sensor device and the pressure chamber. The displacement of the plunger piston can be determined by sensing the measured variable relating to the pressure chamber. In other words, a displacement of the plunger piston causes a change in a measurable variable or the measured variable of the pressure chamber.The sensor device is configured to generate a signal depending on the measured variable, from which the displacement of the plunger piston can be determined. The sensor device and the detection of the measured variable thus provide an additional method for determining the displacement of the plunger piston, in addition to the displacement sensors.

[0018] The sensor device preferably comprises a first pressure sensor for sensing a pressure within the pressure chamber. It has been recognized that a displacement of the plunger piston can cause a change in the pressure within the pressure chamber. The change in pressure can depend, in particular, on an amount, for example, a distance, of the displacement. Thus, the change in pressure can provide information about the displacement or travel of the plunger piston. The first pressure sensor thus enables an additional and alternative way to determine the displacement of the plunger piston compared to the displacement sensors.

[0019] In particular, the first pressure sensor can be designed as a PWM (pulse width modulation) pressure sensor, wherein the first pressure sensor can deliver the output signal as a pulse width modulated signal. The use of the PWM pressure sensor can support compliance with the functional safety requirements of the corresponding braking system. For example, the use of the PWM pressure sensor can support compliance with the requirements of ISO 26262. Preferably, the sensor device comprises a second pressure sensor designed redundantly to the first pressure sensor for sensing a pressure within the pressure chamber. The second pressure sensor is designed analogously to the first pressure sensor. This can further improve the reliability of the pressure sensing. Due to the redundancy, one of the pressure sensors can reliably measure the pressure in the pressure chamber, even if the other pressure sensor is malfunctioning, faulty and / or has failed.

[0020] In a preferred embodiment, the second pressure sensor can be configured as a PWM (pulse width modulation) pressure sensor, wherein the second pressure sensor can provide the output signal as a pulse-width modulated signal. The use of the PWM pressure sensor can support compliance with the functional safety requirements of the corresponding braking system. For example, the use of the PWM pressure sensor can support compliance with the requirements of ISO 26262.

[0021] Preferably, the signal converter device is configured to perform a plausibility check based on the pressure sensed by the first pressure sensor and a displacement detected by the first displacement sensor, and to perform a plausibility check based on the pressure sensed by the second pressure sensor and a displacement detected by the second displacement sensor. This creates a link between the first pressure sensor and the first displacement sensor, as well as between the second pressure sensor and the second displacement sensor. This allows the displacement of the plunger piston detected by one of the displacement sensors and the displacement of the corresponding pressure sensor determined based on the pressure measurement to be verified.One of the displacement sensors can be used to verify the plausibility of the corresponding pressure measurement, and / or the pressure measurement by one of the pressure sensors can be used to verify the plausibility of the displacement detected by the respective displacement sensor. The plausibility check can include a check and / or correction of a detected value.

[0022] Preferably, the signal converter device is configured to perform a plausibility check based on the measured variable relating to the pressure chamber and the displacement detected by the displacement sensors. It has been recognized that the measured variable can be used to check the displacement detected by the displacement sensors and / or by one of the displacement sensors. Alternatively or additionally, the sensor device or its functionality can be checked based on the displacement detected by the displacement sensors and / or by one of the displacement sensors.

[0023] Preferably, a volume and / or a pressure of the pressure chamber can be reversibly changed depending on the displacement of the plunger piston. This can therefore be used, for example, to bring about a change in the volume and pressure of the pressure chamber. In this case, a gas within the pressure chamber is converted from a rest state to a compressed state. After the pedal operation has ended, the rest state of the pressure chamber can be restored, in which the volume and / or the pressure assumes a value that was assumed before the pedal operation. The pressure and / or the volume or their changes are efficiently and precisely measurable variables. Due to the reversible changeability of the pressure and / or the volume and thus of the measured variable, the displacement of the plunger piston can be reliably and reproducibly determined by the sensor device.

[0024] Preferably, each of the displacement sensors and the sensor device has an independent power supply. This allows each of the displacement sensors and the sensor device to be operated independently of one another. The power supply can, in particular, comprise power lines and / or an energy storage device. Optionally, the sensor device has a plurality of pressure sensors, and each of the pressure sensors has an independent power supply. This allows the pressure sensors to enable a pressure measurement in the pressure chamber even if the power supply to one of the pressure sensors fails.

[0025] Preferably, the brake signal sensor comprises a housing and a piston that can be deflected by the displacement of the plunger piston, and the pressure chamber is formed by a volume defined by the housing and the piston. This allows the pressure chamber to be directly and measurably influenced by a displacement of the plunger piston, since a displacement of the plunger piston causes a deflection of the piston and thus changes the volume defining the pressure chamber.

[0026] According to one aspect of the invention, an electropneumatic and / or electromechanical braking system for a vehicle, in particular a commercial vehicle, is provided. The braking system comprises the brake value sensor described above. The brake value sensor can have one of the optional and / or advantageous features described above in order to produce an associated technical effect.

[0027] According to one aspect of the invention, a vehicle, in particular a commercial vehicle, is provided. The vehicle, in particular a commercial vehicle, comprises the above-described brake signal sensor and / or the above-described braking system. The brake signal sensor can have one of the above-described optional and / or advantageous features in order to produce an associated technical effect.

[0028] Further advantages and features of the invention as well as its technical effects emerge from the figures and the description of the preferred embodiments shown in the figures.

[0029] Fig. 1 is a schematic representation of a vehicle, in particular a commercial vehicle, according to an embodiment of the invention;

[0030] Fig. 2 is a schematic representation of a longitudinal section through a brake signal transmitter according to an embodiment of the invention; and

[0031] Fig. 3 is a schematic representation of a brake value sensor according to an embodiment of the invention.

[0032] Figure 1 shows a schematic representation of a vehicle 200a, in particular a commercial vehicle 200b, according to one embodiment of the invention. The vehicle 200a, in particular a commercial vehicle 200b, is referred to below as vehicle 200a, 200b. The vehicle 200a, 200b is a land vehicle. The vehicle 200a, 200b comprises an electropneumatic and / or electromechanical braking system 250. The braking system 250 comprises one or more brakes (not shown) for braking one wheel (not shown) of the vehicle 100a, 100b and thus of the vehicle 200a, 200b. The braking system 250 is configured to apply a braking force to the brakes for braking the vehicle 200a, 200b in order to achieve the braking effect. The braking force corresponds to a braking request, for example in the form of a pedal operation by a driver, i.e. an operation of a brake pedal.

[0033] The braking system 250 includes a brake value sensor 100. The brake value sensor 100 is configured to detect a pedal actuation and to contribute to converting the pedal actuation into a braking force. Such a brake value sensor 100 is described with reference to Figures 2 and 3.

[0034] Figure 2 shows a schematic representation of a longitudinal section through a brake value transmitter 100 according to an embodiment of the invention.

[0035] The brake value transmitter 100 is a brake value transmitter for an electropneumatic and / or electromechanical braking system 250 of a vehicle 200a, in particular a commercial vehicle 200b. Such a braking system 250 and such a vehicle 200a, 200b are described with reference to Figure 1.

[0036] The brake value transmitter 100 according to Figure 2 comprises a displaceably arranged plunger piston 105. The plunger piston 105 is rotationally symmetrical and configured to undergo a displacement 160 along an axis A, indicated by a double arrow with a dot-dashed line. The axis A is, for example, an axis of symmetry of the plunger piston 105 and / or a longitudinal axis of the brake value transmitter 100. The displacement 160 of the plunger piston 105 can be caused by a pedal actuation, wherein the displacement 160 is a travel of the plunger piston 105 according to the pedal actuation.

[0037] The plunger piston 105 has an engagement 107. The engagement 107 is configured to be operatively connected to a first slide 108. The first slide 108 is arranged to be displaceable parallel to the axis A. The engagement 107 and the first slide 108 can, for example, be positively connected to one another, whereby the slide 108 is displaceable by a displacement 160 of the plunger piston 105. A displacement 160 of the plunger piston 105 corresponds to a displacement of the first slide 108.

[0038] The brake signal transmitter 100 has a first displacement sensor 106a for detecting the displacement 160 of the plunger piston 105. The first displacement sensor 106a measures the displacement of the slide 108 and thus indirectly measures the displacement 160 of the plunger piston 105. The slide 108 is designed as a signal transmitter for the first displacement sensor 106a. The first displacement sensor 106a operates without contact and is influenced inductively or magnetically by the ferromagnetic or permanent-magnetic signal transmitter. The first displacement sensor 106a measures the displacement 160 of the plunger piston 105, which is transmitted, for example, in the form of a pulse-width-modulated signal to a signal converter device 150 and / or an electronic control unit of an electronic brake control system.

[0039] The brake value sensor 100 has a second displacement sensor 106b that is redundant to the first displacement sensor 106a (see Figure 3). The brake value sensor 100 also has, analogous to the first slide 108, a second slide (not shown) that is operatively connected to the engagement 107. The second slide 108 is mounted displaceably parallel to the axis A. The second displacement sensor 106b measures the displacement of the second slide and thus indirectly measures the displacement 160 of the tappet piston 105. The second displacement sensor 106b and the second slide are arranged, for example, in front of or behind the plane of the drawing according to Figure 2, and are arranged rotated by 90° about the axis A relative to the first slide 108 and the first displacement sensor 106a.

[0040] The brake signal transmitter 100 comprises the signal converter device 150 with two redundantly configured signal converters 155 for reading the detected displacement 160. For this purpose, a first voltage converter 155 is connected to the first displacement sensor 106a in order to read the displacement 160 detected by the first displacement sensor 106a. A second voltage converter 155 is connected to the second displacement sensor 106b in order to read the displacement 160 detected by the second displacement sensor 106b. The brake value transmitter comprises a piston 115 which can be deflected by the displacement 160 of the plunger piston 105. A displacement 160 of the plunger piston 105 along the axis A causes a deflection of the piston 115 along the axis A. The displacement 160 of the plunger piston 105 causes a compression of a first spring 117 which in turn causes a restoring force on the plunger piston 105.The deflection of piston 115 causes compression of a second spring 118, which in turn exerts a restoring force on piston 115 and, indirectly via the first spring 117, on plunger piston 105. Through the interaction of the first spring 117 and the second spring 118, or their forces acting on plunger piston 105, a driver of vehicle 200a, 200b can experience feedback corresponding to the pedal actuation and / or braking effect.

[0041] The brake signal transmitter 100 comprises a pressure chamber 120. The pressure chamber 120 is formed by a volume V delimited by the housing 110 and the piston 115. In order to enable and / or improve the tightness of the pressure chamber 120, the brake signal transmitter 100 comprises a seal 116 which is arranged in a recess 119 of the piston 115 and between the piston 115 and the housing 110 and which prevents air flow out of the pressure chamber 120.

[0042] The pressure chamber has a volume V and a gas at a pressure p. The volume V and the pressure p of the pressure chamber 120 are reversibly variable depending on the displacement 160 of the plunger piston 105. When the pedal is actuated, the volume V of the pressure chamber 120 is reduced by a deflection of the piston 115 along the axis A compared to a rest state without pedal actuation. The pressure p within the pressure chamber 120 can thereby increase compared to the rest state. Due to the restoring or elastic forces acting on the plunger piston 105, the plunger piston 105 can be deflected into the rest position after the pedal actuation has ended. The restoring forces acting on the plunger piston 105 result from the first spring 117, the second spring 118 and from a compressive force resulting from the pressure p within the pressure chamber 120.In this case, the piston 115 is deflected into the rest position, and the volume V and the pressure p of the pressure chamber 120 assume their original values ​​or rest values, i.e. the values ​​which are assumed without a pedal actuation and thus without a deflection of the piston 115 or without a displacement 160 of the tappet piston 150.

[0043] The brake signal transmitter 100 comprises a sensor device 125 for sensing a measured variable 161 relating to the pressure chamber 120. The displacement 160 of the plunger piston 105 can be determined by sensing the measured variable 161. The signal converter device 150 is configured to perform a plausibility check based on the measured variable 161 relating to the pressure chamber 120 and the displacement 160 detected by the displacement sensors 106.

[0044] The sensor device 125 comprises a first pressure sensor 126a for sensing the pressure p within the pressure chamber 120. The sensor device 125 comprises a second pressure sensor 126b (see Figure 3) redundantly configured to the first pressure sensor 126a for sensing a pressure p within the pressure chamber 120. The measured variable 161 is the pressure p. The pressure p or the measured variable 161 is measured redundantly by the first pressure sensor 126a and the second pressure sensor 126b.

[0045] The signal converter device 150 is configured to perform a plausibility check based on the pressure p sensed by the first pressure sensor 126a and a displacement 160 detected by the first displacement sensor 106a, and to perform a plausibility check based on the pressure p sensed by the second pressure sensor 126b and a displacement 160 detected by the second displacement sensor 106b. To increase safety and to enable a plausibility check, the pressure sensors 126a, 126b are implemented in the pressure chamber 120 below the piston 115.

[0046] Each of the displacement sensors 106 and the sensor device 125 or the first pressure sensor 126 and the second pressure sensor 126b have an independent power supply 170a, 170b (see Figure 3).

[0047] In an alternative embodiment (not shown), the sensor device 125 can comprise a force sensor for detecting the force imparted by the piston 115. The force is representative of the displacement 160 of the plunger piston 105 via the springs 117, 118. Alternatively or additionally, the sensor device 125 can be configured for a capacitive measurement to detect the deflection of the piston 115. Alternatively or additionally, the sensor device 125 can be configured, for example, for an optical measurement of the deflection of the piston 115. In this case, the pressure chamber 120 can be connected, for example, by a membrane (not shown), to an environment of the brake signal transmitter 100 in order to be able to adapt the requirements for the geometry of the housing 110 to the sensor device 125.

[0048] Figure 3 shows a schematic representation of a brake signal transmitter 100 according to an embodiment of the invention. The representation of the brake signal transmitter 100 shown in Figure 3 will be described with reference to Figure 2.

[0049] The brake signal transmitter 100 comprises two independent, i.e., redundant, power supplies 170a, 170b. Each of the power supplies 170a, 170b is connected via independent power lines to a voltage converter 171 for providing electrical energy. The voltage converter is connected to the signal converter device 150 via a safety controller 172. This allows the signal converter device 150 to be supplied with electrical energy for operating the signal converter device 150.

[0050] The signal converter device 150 is communicatively connected to a first system bus 175a, a second system bus 175b, a first vehicle bus 175c and a second vehicle bus 175d.

[0051] The signal converter device 150 is connected to a control unit of the braking system 250 via the first system bus 175a and the second system bus 175b. For this purpose, the first system bus 175a and the second system bus 175b can each be a LIN bus, for example. The first system bus 175a and the second system bus 175b are, for example, a bus of the braking system 250.

[0052] The signal converter device 150 is connected to a control unit of the vehicle 100a, 100b via the first vehicle bus 175c and the second vehicle bus 175d. For this purpose, the first vehicle bus 175b and the second vehicle bus 175d can each be a CAN bus, for example.

[0053] The brake value transmitter 100 comprises a monitoring device 173 that is communicatively connected to the signal converter device 150 for monitoring the function of the signal converter device 150.

[0054] The brake signal transmitter 100 includes a switching device 177 for switching operating states of the voltage converter 171. For this purpose, the switching device 177 can be supplied with a signal from the signal converter device 150, the first vehicle bus 175c, the second vehicle bus 175d, and / or the sensor device 125. For this purpose, the switching device 177 is connected to the signal converter device 150 and the sensor device 125 via communication technology.

[0055] The brake value transmitter 100 has a memory 176, for example an EEPROM, to store and provide data that can be used for the function of the brake value transmitter 100 and in particular the signal converter device 150.

[0056] The signal converter device 150 is communicatively connected to the displacement sensors 106a, 106b for reading a displacement 160 of the plunger piston 105 detected by the displacement sensors 106a, 106b. A connection between the power supply 170a, 170b and the displacement sensors 106a, 106b is established via the signal converter device 150. The supply of electrical energy to the displacement sensors 106a, 106b is thus accomplished centrally via the signal converter device 150. For this purpose, the signal converter device 150 can have a redundant cable routing and / or voltage converter (not shown). The first displacement sensor 106a can be connected to the first power supply 170a for the supply of electrical energy, and the second displacement sensor 106b can be connected to the first power supply 170b for the supply of electrical energy.

[0057] The signal converter device 150 is communicatively connected to the sensor device 125 for reading out a measured variable 161 sensed by the sensor device 125. The sensor device 125 comprises the first pressure sensor 126a and the second pressure sensor 126b. A connection between the power supply 170a, 170b and the pressure sensors 126a, 126b is not shown in Figure 3. The first pressure sensor 170a can be connected to the first power supply 170a or a third power supply (not shown) for supplying electrical energy, and the second pressure sensor 126b can be connected to the second power supply 170b or a fourth power supply (not shown) for supplying electrical energy. The third power supply and the fourth power supply can be redundant to one another, to the first power supply 170a, and to the second power supply 170b.

[0058] Reference symbol (part of the description)

[0059] 100 brake value sensors

[0060] 105 tappet pistons

[0061] 106a displacement sensor

[0062] 106b displacement sensor

[0063] 107 Intervention

[0064] 108 sliders

[0065] 110 housings

[0066] 115 pistons

[0067] 116 Seal

[0068] 117 first spring

[0069] 118 second spring

[0070] 119 Deepening

[0071] 120 printing room

[0072] 125 Sensor device

[0073] 126a first pressure sensor

[0074] 126b second pressure sensor

[0075] 150 Signal converter device

[0076] 155 signal converters

[0077] 160 shift

[0078] 161 Measured quantity

[0079] 162 deflection

[0080] 170a Energy supply

[0081] 170b Energy supply

[0082] 171 voltage converters

[0083] 172 Safety control

[0084] 173 Monitoring device

[0085] 175a System bus

[0086] 175b system bus

[0087] 175c vehicle bus

[0088] 175d vehicle bus

[0089] 176 memory

[0090] 177 Switching device 200a vehicle

[0091] 200b commercial vehicle

[0092] 250 braking system

[0093] A axis p pressure

[0094] V Volume

Claims

Patent claims 1 . Brake value sensor (100) for an electropneumatic and / or electromechanical braking system (250) of a vehicle (200a), in particular a commercial vehicle (200b), comprising: - a displaceably arranged plunger piston (105), - a first displacement sensor (106a) and a second displacement sensor (106b) redundant to the first displacement sensor (106a) for detecting a displacement (160) of the plunger piston (105), - a signal converter device (150) with two redundantly designed signal converters (155) for reading out the detected displacement (160), characterized in that - the brake value transmitter (100) has a pressure chamber (120) and a sensor device (125) for sensing a measured variable (161) relating to the pressure chamber (120), wherein the displacement (160) of the tappet piston (105) can be determined by sensing the measured variable (161).

2. Brake value transmitter (100) according to claim 1, wherein the sensor device (125) comprises a first pressure sensor (126a) for sensing a pressure (p) within the pressure chamber (120).

3. Brake value sensor (100) according to claim 2, wherein the sensor device (125) comprises a second pressure sensor (126b) designed redundantly to the first pressure sensor (126a) for sensing a pressure (p) within the pressure chamber (120). 4 Brake value transmitter according to claim 3, wherein the signal converter device (150) is configured to carry out a plausibility check based on the pressure (p) sensed by the first pressure sensor (126a) and a displacement (160) detected by the first travel sensor (106a) and to carry out a plausibility check based on the pressure (p) sensed by the second pressure sensor (126b) and a displacement (160) detected by the second travel sensor (106b).

5. Brake value transmitter (100) according to one of the preceding claims, wherein the signal converter device (150) is designed to use the pressure chamber (120) to carry out a plausibility check between the relevant measured variable (161) and the displacement (160) detected by the displacement sensors (106).

6. Brake value transmitter (100) according to one of the preceding claims, wherein a volume (V) and / or a pressure (p) of the pressure chamber (120) is reversibly variable depending on the displacement (160) of the tappet piston (105).

7. Brake value transmitter (100) according to one of the preceding claims, wherein each of the travel sensors (106) and the sensor device (125) has an independent power supply (170a, 170b).

8. Brake value transmitter (100) according to one of the preceding claims, wherein the brake value transmitter has a housing (110) and a piston (115) which can be deflected by the displacement (160) of the tappet piston (105), and the pressure chamber (120) is formed by a volume (V) limited by the housing (110) and the piston (115).

9. Electropneumatic and / or electromechanical braking system (250) for a vehicle (200a), in particular a commercial vehicle (200b), comprising a braking value sensor (100) according to one of the preceding claims.

10. Vehicle (200a), in particular commercial vehicle (200b), comprising a brake value sensor (100) according to one of claims 1 to 8 and / or a brake system (250) according to claim 9.

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