Brake circuit

BACKGROUND OF THE INVENTION The present invention relates to a braking circuit with at least one actuating device controlled by a compressed air supply as well as a mechanical brake pressure control device and an electric brake pressure control device.

Such a braking circuit is known, for example, from FIG.

088 913 .. In this case, the electrical brake pressure control device is formed from the electrical part of the driver-controlled brake value sensor, the electronics with the actual value sensor, and the electrically operated part of the two-circuit relay valve. When the brake value sensor is actuated, this sensor produces an electrical signal which, after being processed in the electrical plug, is fed to the electrical part of the relay valve and converted therefrom into brake pressure into the adjusting device. The mechanical brake pressure actuator consists of the pressure part of the brake value sensor and the pressure-dependent part of the two-circuit controlled relay valve. Preferably, this brake pressure actuator is called mechanical, because. converts the brake value to the sensor. '··; *. · '··. The actuating voltages applied in a known manner by means of mechanical brake pressure means to the adjusting device. '·

The known brake circuit is preferably controlled by an electric brake pressure control device. This occurs because the electrical signal, due to its high propagation speed in the respective lines, causes a two-circuit-controlled relay valve to react faster than the brake pressure excited by the pressure part of the brake value sensor can do so. In the event of a malfunction of the electrical brake pressure control device, the brake circuit remains operationally operable by means of a mechanical brake pressure control device, albeit in a delayed manner.

The main disadvantage of this known brake circuit is that it is not accessible to regulate the braking force depending on the load by means of the electric brake pressure control device. In order to ensure such a braking force control, the electrical signal and hence the brake pressure to the adjusting device is corrected in a known manner in dependence on the load sensing element. In the known brake circuit, in this case the electric actuating device causes the brake pressure response of the relay valve and thus the brake circuit. Following the reaction phase,_t however, only the brake pressure which is exerted by the pressure part, the brake value sensor, and which is not load-corrected, has priority in controlling the relay valve and would make a brake pressure-load correction provided by the electrical brake pressure control device , ineffective.

SUMMARY OF THE INVENTION The object of the invention is therefore to provide a brake circuit of the type mentioned at the outset, in which it is possible by simple means to control the braking force depending on the load by means of an electric brake pressure control device.

This object is achieved by a brake circuit according to the invention, which is characterized in that the mechanical brake pressure control device has a retention device which retains the brake pressure set in the mechanical circuit.₄the brake pressure control means substantially as long as the brake pressure excites the electric control, or if it does not have at least a predetermined multiple value of the brake pressure excited by the electric brake pressure control means. Further advantageous embodiments are set forth in the following paragraphs of the definition of the subject matter of the invention.

In the event of a failure of the electrical brake pressure control device, the invention provides a switchover to a mechanical brake pressure control device by simple mechanical means.

The known brake circuit also has no possibility of providing a blocking protection by means of the electrical brake pressure control device. Again, the findings in relation to load-dependent braking force control apply. The invention overcomes this drawback.

The invention may be practiced in conjunction with any suitable pressure medium.

The invention also makes it possible to simplify and cheaper the known brake circuit, since it makes it possible to replace the complicated and costly two-circuit control by means of two considerably different media by means of relay valves with structurally simple and largely commercially available components.

The invention is explained in more detail below with reference to the drawings.

In the drawings, the pressure medium lines and dashed lines are used for electrical connections. The same reference numerals are used for components with the same function.

FIG. 1 shows a schematic diagram of a brake circuit according to the invention.

Figures 2, 3 and 4 show further embodiments of the brake circuit of Figure 1.

Giant. 5 shows the brake circuit of FIG. 1 with further advantageous modifications.

FIG. 6 shows another embodiment of the brake circuit of FIG. 1 with further embodiments. Fig. 7 shows a further embodiment of the brake circuit of Fig. 1 with further embodiments.

FIG. 8 shows a further embodiment of the brake circuit of FIGS. 5 to 7.

Fig. 9 shows the brake.

2. The engine engine with two connected brake circuits of FIG. 6. FIG. 10 shows the braking device of the motor vehicle 1 of FIG. 9 with another type of connection. FIG. 11 illustrates a motor vehicle brake device 10 with another type of connection. Fig. 12 shows a further embodiment of the brake circuit according to -az nbr. .11.

FIG. 1 schematically shows the basic embodiment of the brake circuit in solid lines; The brake circuit is further provided with a mechanical brake pressure control device 3, 5 and an electrical brake pressure control device 6, 9, 12, 13. Air is used as a pressure medium. With the corresponding adaptation, however, the following arrangements also apply to brake circuits with a different pressure medium.

the mechanical brake pressure actuator 3, 5 consists, inter alia, of the pressure part 5 of the brake value sensor 7. The electric brake pressure control means 2, 13 consists of the electrical part 6 of the brake value sensor 7, the electronics 9 to which the brake value sensor 13 belongs and a chin pressure modulator 12.

Said brake circuit components are of known construction

The brake sensor 7 emits when the driver is acting. electric part 6 an electrical signal which is dependent on the control force or the control path and is referred to as the control signal. At the same time, the pressure part 5 from the air reservoir 8 also exerts a brake pressure dependent on the above-mentioned quantities, which represents the brake pressure set in the mechanics of the brake pressure control device 3, 5.

The electronics 9 receive the control signal and process it into the corresponding switching signal on the brake pressure modulator 12. The brake pressure modulator 12 is connected both to the reservoir 8 and to the adjusting device 1 and, during the reception of the switching signal, connects the adjusting device 11 to the reservoir 8, whereby brake pressure can be generated therein.

The electronics S also forms a reference signal from the control signal with which it compares the signal of the brake value sensor 13, hereinafter referred to as the brake value signal. In the case of the two signals, the electronics 9 switch off the switching signal, whereupon the brake pressure modulator 12 separates the adjusting device 11 from the air, ie. The brake pressure in the adjusting device 1 is thus limited by the electric control device 6, 9,

12, 13 to a value at which the brake value signal and hence the corresponding braking value d have reached the pre-set values ​​determined by the control signal and hence by the driver; The braking action of the brake sensor, that is to say when the actuating force or the actuating path is reduced, is reduced. performing the described operations in reverse order, corresponding to a reduction in the brake pressure in the adjusting device, such that in this case the brake pressure modulator 12 connects the adjusting device to the atmosphere.

The brake pressure itself is considered as a brake value, in which case the electric brake pressure control device 9, 12, 13 forms a control circuit for the brake pressure. In such a case, the brake value sensor 13 is often integrated in the brake pressure modulator 12.

However, other braking circuit parameters may come into consideration in spring braking. For example, if the brake value is the braking force generated by the brake pressure from the adjusting device 10 with the respective wheel brake, the electric brake actuators 6, 9, 12, 13 form a brake pressure adjusting device. The brake circuit regulating circuit for this braking force with brake pressure as an actuator. Further parameters which may be considered as the braking value, such as the wheel brake temperature, the utilization of the braking forces, are centered by the brake circuit and deceleration. vehicles. * ·

-. the mechanical control unit 3, 5 also has a retention means 3, this ensures that the brake pressure is applied via the electric control means 9, 12, 13 preferably to the adjusting means. control of the trams and in emergency operation, that is to say in the case of a broken electric control device 6, 9, 12, 13

control is carried out by pressure.

For this purpose, according to the first embodiment, the retention device 3 is designed to retain the brake pressure generated in the mechanical brake pressure control device 2, 5, i.e. the pressure exerted by the pressure part 5, as long as the electric control device 6, 9. , 12, 13 brake pressure excites the brake pressure. The retention device 3 is arranged in a pressure line 2, 4 which is arranged between the pressure part 5 and the receiving device 7. In normal operation, froto, in normal operation, receives the brake pressure excited by both the pressure part 5 and by the electrical control device 6 & gt; 9, 12, of the brake pressure. The first brake pressure is in that part of the pressure pipe. 4, which is arranged downstream of the retention device 3, while the latter brake pressure is in that part of the pressure line 2 which is downstream of the retention device 3. Thus, the retention device must be designed to block the pressure line 2, 4 for as long as the electric brake pressure actuator 6, 9, 12, 13 exerts a higher brake pressure than atmospheric pressure. In the case of this arrangement, a failure of the electric brake pressure control device 6, 9, 12, 13 is then defined as a total failure thereof, without taking into account any remaining brake pressure at all.

According to a further embodiment, the retention device 3 is designed to retain the brake pressure set in the mechanical brake pressure control device 3, 5 as long as the brake pressure does not reach at least a predetermined multiple of the brake pressure exerted by the electric control device 6, 9, 12, 13 brake pressure. This arrangement has the advantage over the aforementioned embodiment that by purposefully determining the multiple of the pressure value at which the changeover follows, a malfunction of the electric control device 6, 9, 12, 13 is already defined as a malfunction and not only its near brake pressure. total outage. In this case, it must be. «* ··. fa .. ...

the retention center 3 is designed to react appropriately to the brake pressure ratio in the individual parts of the pressure lines 2 and 4.

except in the foregoing

1 shows another embodiment in broken lines in FIG.

Thus, a second adjusting device 14 is shown, which symbolically represents another adjusting device 14. _;;

mechanism. If the adjusting devices 1, 14 'are arranged on one axis and are distributed on both sides of the vehicle, the mechanical brake pressure actuator 3, 5' and the electric actuating device act. 6, 9, 12, and the braking pressure and explained later in detail on the anti-blocking device in each case;

However, the adjusting devices 11, 14 can also be divided into different axles of the vehicle. TO

Furthermore, it is indicated here that the brake value sensor 72 and the electronics 9 can be part of the mechanical or electric brake circuit controls in the other brake circuits 10 and 11.

to

2, 3 and 4, a brake circuit is described, which is further formed by integrating the anti-lock device into the electric brake pressure control device 6, 9, 12, 13. and

The anti-lock device is formed in a known manner by wheel speed sensors, electronics and control valves. For the sake of clarity, the wheel speed sensors are not shown and the electronics of the anti-lock device are integrated into the electronics 9 in a known manner. it goes without saying that the electronics of the anti-lock device can be separated from the electronics 9.

According to FIG. 2, the brake pressure modulator 12 simultaneously serves as a stall valve, while in FIGS. 3 and 4 a separate stall valve 16 is provided.

FIG. 2 shows a retention device 3 with an electrical control device 15 which is connected to the electronics 9 and by means of which the retention device 3, when the anti-lock device is applied, is brought into its retention position independently of the brake pressures in the pressure lines 2 and 4; This avoids unintended and under certain circumstances disadvantageous switching to the mechanical control device 3, 5 brake pressure when the brake pressure exerted by the electric brake actuation means 6, 9, 12, 13 by means of a locking device for ... locking. . '

In Fig. 3, the valve 16 is a protective valve _rThe anti-blocking device is arranged in the direction of flow downstream of the retention device 3 with respect to the electric control device 6, 9, 52, 13 so that it does not affect the pressure in the part of the pressure line 2 ".

In this case, the retention device 3 also captures the brake pressure exerted by the electric brake pressure control device 6, 9, 12, 13 even during operation of the anti-lock device. Therefore, in the brake circuit of FIG. 2, said switching to the mechanical brake pressure control device 3, 5 is not possible during operation of the anti-lock device, so that said electrical control device 15 on the retention device 3 is unnecessary.

In the embodiment according to FIG. 4, the anti-blocking valve 16 is arranged with respect to the electric brake pressure control device 6, 3, 12, 13 in the flow direction upstream of the retention device 3, i.e. . In such a case, the retention device 3 intercepts the disengagement of the anti-lock valve 16 and the brake pressure exerted by the electric brake pressure actuators 6, 3, 12, 13, therefore, it is again possible to switch to the mechanical brake actuation 3, 5 pressure during operation of the anti-blocking device, so that the retention device 3 needs analogous to the brake circuit of FIG.

The brake circuit shown in FIG. 5 shows the adjusting device 7 and 14. The electric brake pressure actuator 6, 25, 1d, 13, 28, 29 is divided into the adjusting device 11 or the extension 14 by exciting each adjusting device 7, 14 each has its own brake pressure. The difference is that the brake pressure modulator 12 and the brake value sensor 13 are associated with only one adjusting device. whereas a second brake pressure modulator 28 and a further brake value sensor 29 are associated with the second adjusting device 14. The electronics d5 has a separate channel for each group consisting of the brake value sensor 13, 29 and the brake pressure modulator 12, 28, which acts as a complete electronics 9 in the preceding embodiment. The distribution is only partial, since the electrical part 6 of the brake value sensor 7 does not emit a separate control signal for each electronics channel 25.

.Mechanical Controller 5, 21 *. The brake pressure is a pressure-controlled distribution valve 21 with three connections and two distribution positions as a retention device. Such a diverting valve with three connections and two diverting positions will hereinafter be referred to as a 3/2-diverting valve. This is arranged in a pressure line 24, 27, 31 which extends from the pressure part 5 of the brake value sensor 7 to the adjusting devices 1 and 14.

Braking pressure excited by the electric brake actuation means 6, 25, 12, 13, 28, 29 is supplied to the 3/2-way valve 21 on the control side. For this purpose, its control input is connected via a pressure line 30 and via a double closing device 33 to the outlets of both brake pressure modulators 12 and 28. The double shut-off device 33 is designed to pass smaller pressures which are generated at its inlets into the pressure line 30. Thus, on the control side, a lower brake pressure induced by the brake pressure modulators 12 and 28 is supplied to the 3/2-way valve 21.

A double closure device 33 of this type is known, for example, from the WaBGO WESTINUOOUSE Doppel-Absperrventil 434 500 (Double Closure Valve).

The operation of this basic circuit brake circuit is described below.

If the brake circuit is not actuated, i.e. if it is not actuated, the 3/2-way valve 21 is in its through position 20, in which it keeps the pressure lines 24, 27, 31 open. For a more secure securing of the through position 20, the 3/2-way valve 21 can be provided with a known return device, for example a return spring. and

If stated at intact t

25, 12, 13. »28, 29 f the brake pressure sensor 7 operates, each brake pressure modulator 12 and 28 controls the brake pressure to the associated adjuster J1, respectively.

14. The lower brake pressure is provided by the double closing device 33 into the pressure line 30, acting on the actuator?

the inlet of the 3/2-way valve 21 and switches it to its blocking position 22 in which it closes part of the pressure;

The conduit 24 arranged downstream of it also connects to the atmosphere that part of the pressure conduit 27, 31 which is arranged downstream of it. The pressure part 5 of the brake value sensor 7 into the pressure line part 24 excites the brake pressure, that is, that which is set in the mechanical control device 21, 21_Epressure, the Xeda cannot be pushed to the adjuster by the JL and JA devices. In this normal operation, the brake circuit is thus controlled by the electric control device 6, 25, 12,

13, 28. 29 brake pressure.

If the electric brake actuator θ, 25 »12, 13, 28, 29 has a fault, this means that it will not be generated at the brake pressure modulator output 12 or 28 or at the outputs of both brake pressure modulators 12 and 28 when actuating the brake sensor 7. pressure and thus no associated brake pressure in the associated adjustment device or associated adjustment devices, the 3/2-way valve 21 receives no control pressure at the control input and remains in its through position 20, In such an emergency operation, the brake pressure in the pressure part 5 is excited and fed to the adjusting devices 14 and 14, in other words it is switched from the electrical control device 6, 25, 12, 13, 28, 29 to the mechanical control device 5 , 21 brake pressure.

It should be noted that if it is

The 3/2-way valve 21 is provided with a return device which performs the right-hand changeover caused by the fault, not only when the brake pressure at the output of the modulator 12, possibly 28 brake pressure or at the outputs of both modulators 12 and 28 However, even at residual brake pressure, this is ensured by the action of, for example, a return spring of the return device.

...... The double shut-off device 33 secures that only one 3/2-way valve 21 is required as a retention device 21. An alternative would be to assign a separate 3/2-way valve to each adjuster JL and 14 and make such a connection that brake pressure, eventually when it drops to the residual brake pressure at the output of the brake pressure modulator, it was switched over to the undivided mechanical brake pressure control device.

Above the basic range described hitherto, the exemplary embodiment is shown in dashed lines in the embodiments explained below.

Said 3/2-way valve 21 is additionally provided with an electric control device 23, by means of which, in the case of integration of the anti-lock device in the electric control device 6, 25, 12, 13, 28, 29, the electric control device 23 thus assumes the function of the electric control device 15 in the brake circuit shown, 2 and 4. In the embodiment of FIG. 5, analogous to the embodiment of FIG. 2, in the presence of the anti-lock device, the brake pressure modulators 12 and 28 serve as anti-lock valves. deadlock. However, the brake circuit may also be provided with separate anti-blocking valves, with the arrangement and the necessity of an additional electrical control device 23 being consistent with Figures 3 and 4, wherein the additional electrical control device 23 is arranged on the 3/2-way valve 21. As required by the partial distribution of the electric brake actuation means 6, 95, 13, 13, 38, 39 for each brake adjuster 1 and 14, a separate anti-lock valve 16 must be provided.

A load sensor 26 that senses vehicle load or associated with an axle or axles of the brake circuit shows that the electric brake pressure control device 6, 25, 12, 13, 28, 29 may include a load-dependent brake pressure regulator. In this case, the load cell 26 takes the load signal at its load signal, and the electronics 25 take this into account when generating the reference signal, which leads to a reduction of the reference signal and thus a reduced brake pressure when the vehicle is not fully loaded. actuated by the brake pressure modulators 12 and 28 with respect to the described priority of the electric control device 6, 25, 12, 13,

28, 29 Brake pressure regulator works in normal operation *

The load-dependent brake pressure regulator is not arranged in the mechanical actuator 5, 21, so that the brake circuit in this embodiment has a load-dependent braking force control only in normal operation. Load-dependent braking pressure control is possible, even with a mechanical brake pressure control device, but would mean an unnecessary increase in equipment which is not necessary, since this control device is intended only to provide emergency operation.

In order to separate the brake pressure of the leading parts of the electric control device (5, 25, 12, 13 28, 29 of the brake pressure and the mechanical brake control device 2.), the adjustment devices 1 and 14 described so far have to be two-circuit, i.e. have, for example, a separate chamber for each brake pressure control device; ^and However, they may normally be single-circuit if they are supplied with brake pressure via upstream two-way valves 32 and 34. As shown, the two-way valves 32 and 34 are connected to the output of the brake pressure modulator 12 and / or 28 associated with the respective. the finishing mechanism. 1 and 14, respectively, and on the other hand with a part of the pressure line 31 which, in emergency operation, supplies the brake pressure actuated with the mechanical brake pressure control device 5, 21.

In the brake circuit of FIG. 6, the three-port and two-port distribution valve 21 is replaced by a three-port and two-port distribution valve 41, but which is operable by a two-pressure ratio. For this reason, the mechanical brake pressure actuator is indicated in this case by reference numerals 5, 41.

Such a 3/2-way valve is known, for example, from the WABCO WESTINGHOUSE Wissenswertes uber Pneumatik manual.¹, 1980 edition, p. 160, where described as neelement or inhibition.

Said 3/2-way valve 41 has two control inputs. Braking pressure modulators 12 and 28 are excited to a control port 30 via a pressure line 30 and via a double closing device 33, the brake pressure modulators 12 and 28 than the brake pressure excited. The electric brake actuator 6, 25 & apos; 9. The excited brake pressure is supplied to the second control input from the pressure portion 5 of the brake value sensor 7. This brake pressure, as shown, can be supplied via an external tuning line that branches off a portion of the pressure line 24, or, as not shown, via an internal connection.

In the embodiment of the 3/2-way valve 41, the valve and the actuator are designed to be switchable from passage position 20 to blocking position 22 when the brake pressure induced by the pressure portion 5 does not reach a predetermined multiple or greater than the brake pressure at the pressure conduit

30. as is the case with the intact electrical brake actuation device 6, 25, 12, 13, 28, 29.

Another embodiment of the 3/2-way valve 41 and the actuator is configured such that the valve is held in the locked position 22 until the brake pressure exerted by the pressure portion 5 reaches a predetermined multiple of the braking pressure prevailing in the pressure line. 30. In this case, the 3/2-way valve 41 is in the locked position 22 even with the brake circuit uncontrolled.

. ·. Such a brake circuit has an advantage over the previous advantage already mentioned in the embodiment of FIG. 1a, which is characterized in that the malfunctioning of the electric control device 6, 25 is already defined.

13, 28, 29 and not just its almost total failure.

The definition of the nature of the failure by the above determination of said multiple can be adapted to the characteristics of the respective application. In the event that this brake circuit is further extended with load-dependent braking force control and of the type described above, it is preferred that said predetermined multiple be equal to or substantially equal to the greatest brake pressure regulator control ratio produced. This prevents switching to the mechanical operating mechanism 5, 4.1. Brake pressure in the range of the load-dependent brake pressure regulator.

In this embodiment, in the case of the electric actuator 6,

25. 12, 13, 28, 29, a braking device integrated in the braking pressure^andand₎ Essentially, this is true of the design and arrangement of the valves of the anti-lock device. In this case, an electrically controlled 3/2-way valve 40, which is arranged in a pressure line 24, 27, 31 in series with the 3/2-way valve, is shown in a bathtub to assume the above-mentioned functions of the auxiliary electric actuators 15 and 23, respectively. valve 41. This 3/2-way valve 40 is shown downstream of the 3/2-way valve 41, but can be arranged upstream of the same effect.

This 3/2-way valve 40 is co-controlled by the electronics 25. In addition to the anti-blocking action, it again assumes its through position 20 and, when the anti-blocking device is operated, is switched back to its blocking position 22 by the electronics 25. The 2-way valve 41 prevents the brake pressure exerted by the pressure part 5 from passing into the part of the pressure line 24 and from there to the adjusting devices 1. and 14, thereby preventing from being pinched to the mechanical brake pressure actuator 5, 41.

As a further refinement, the exemplary embodiment shows in dashed line a pressure threshold switch 42 that controls the pressure in the portions of the pressure line 27, 31 'located downstream of the 3/3-wid. ·. The pressure threshold switch 42 is electrical with the electronics 25 and disconnects it and the electrical control device 6, 25, 12.

13, 28, 29 of the brake pressure if the pressure in the portion of the pressure line 27, 31 has reached one threshold value.

This ensures that the once detected electrical brake actuators 6, 25, 12, 13, 28, 29 cannot be reconnected without prior manual intervention. If the 3/2-way valve 40 is arranged downstream of the 3/2-way valve 41, it is possible to arrange a pressure threshold switch 42 therebetween.

In the brake circuit of FIG. 7, the retention device is formed by an electric pressure ratio switch 51 and an electrically operated 3/2-way valve 53, so that the mechanical brake pressure control device has the reference numeral 5, 51, 53.

The electrical pressure ratio switch 51 is formed to turn on the integrated switching element 52 when the two pressures applied to it do not reach a predetermined relative ratio. Such an electrical pressure ratio switch is known, for example, from the WaBCO printed matter.

446 020, On the electric pressure ratio switch 51 according to the exemplary embodiment ', 04 *' - ··, · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · ·, ·, · · · For example, the two braking devices 33 of the smaller brake pressures exerted by the modulators 12 will be 28 + 4 of the brake pressure and, on the other hand, the brake pressures exerted by the pressure part 5 of the brake value sensor 7 in the part. a pressure line 24 in which the brake pressures set by the mechanical brake pressure actuator 5, 51, 53 are applied. This switching element 52 is designed to switch if the brake pressure exerted by the pressure part 5 does not correspond to or is not greater than the predetermined multiple of the brake pressure in the pressure line 30, as in the intact electric actuator θ »25» 13, 28, 29.

In this arrangement, the 3/2-way valve 53 corresponds to the 3/2-way valve 40 according to the overwhelming exemplary embodiment and is also arranged in the pressure line 24, 27, 31. Its actuator is electrically connected to the switching element 52.

When the brake circuit is operated with an intact electric brake actuator 6, 25, 12, 13, 28, 29, the electric pressure ratio switch 51 switches the 3/2-way distributor via its switching element 52.

- * ·· /Τ'.-. The valve 53 from its through position 20 to its locking & quot; = & quot;_Λ·. ' · · '' Position 22.

In the event of a failure in the electric brake actuation device 6, -25, 12 ', 13, 28, 29, the brake pressure in the pressure line 30 is only such that the brake pressure ejected by the pressure part 5 reaches or exceeds this multiple so that the electric pressure ratio switch 51 does not switch the 3/2-way valve 53 to the locked position, with the result that the mechanical actuator 5, 51, 53 remains in operation and provides emergency operation.

Thus, in this exemplary embodiment, the pressure ratio switch 51 and the 3/2-way valve 53 cooperate as a 3/2-way valve 41 in the previous embodiment in the first embodiment. It is also possible to carry out a second exemplary embodiment of the 3/2-way valve 41 with a corresponding design of the 3/2-way valve 53 and a pressure ratio switch 51, in particular its switching element 52.

Here, too, a protective device can be integrated into the electric brake actuator 6, 25, 12, 13, 28, 29 as described above. against blocking. V. in such a case, as shown, the government may be involved. , machine ·. .3 / 2 - Distributor '' '9,'. /. '' ··. ;. ♦ ·. 9 '' **. '. Γ \ of valve 53 parallel to. switching pi^;i 52 s electro · “· <· ,. 25, thereby switching the 3/2-way valve 53 to its locked position when the anti-lock device is operated, thereby virtually without additional problems ensuring the functions of the above-mentioned auxiliary actuators 12 and 23 '.

With the switching element 52 connected, it is possible, depending on the design of the 3/2-way valve 53, to open or close it.

In 1 renx. ;;

to)

According to a further improvement of the present invention

In the exemplary embodiment, the pressure ratio switch 51 may be provided with a further dashed line. marked by a switching element 50 which is connected when the brake pressure exerted by the pressure part 5 has reached or exceeded the predetermined multiple. Switching element i?

The mA j-i is electrically connected to the electronics 35 and actuates the electric actuator 6, 25, 12, 13, 28, 29 to brake pressure out of service until manual intervention. Thus, the oppression element 50 is an alternative to the threshold switch 1 described in the preceding example. * *,

As can be seen in FIG. 8, it is also possible to improve the time-lapse behavior of the braking circuit.

FIGS. 2 to 7 in operation in FIG. 21. 5, 41 or 5, 41 respectively,

40 or -5, AL · 53 brake pressure by relay valve 54. This is to be arranged downstream of the corresponding retention means, i.e. in the part of the pressure line 27, 31 which is arranged downstream of the 3/2-way valves. Valves 21, 41 or 40, or 53, respectively, which part is divided into the control line 27 and the working line 31 of the relay valve 54. The relay valve 54 is supplied directly from the air reservoir 8 as usual. It is further seen that in this embodiment the pressure threshold switch 42 can be arranged on the control line 27 and / or the working line 31.

In the exemplary embodiment of FIG. 9, two brake circuits according to the exemplary embodiment of the giants 6 are combined into one vehicle brake device.

The vehicle braking system has for each brake circuit one electrical brake pressure control device of the type described in the preceding examples and for which the electrical part 6 of the brake / brake value sensor 7 is common and of which they are for the sake of clarity, only this electrical part 8 and the brake pressure modulators 12, 28 are shown. In addition to the electrical part 6, other 'parts' of this electrical brake pressure control device can be combined functionally and structurally, especially for electronics and load-dependent brake pressure regulators.

The mechanical brake pressure controls of each brake circuit are combined with each other to form a mechanical brake pressure control for the entire vehicle braking device to which it is switched only if the electrical brake pressure control devices of both brake circuits simultaneously fail in accordance with the definition given in of the brake circuit of FIG. 6.

This is achieved by the fact that each brake circuit is associated with a separate 3/2-way valve of the type 3/2-way valve 41 of FIG. 6, but that downstream parts of the pressure line 60, 6S [, 66] lie downstream. or 64, 66, 63 of pressure lines 24, (30, 60, 67, and 62, 64, 66, 63 respectively) extending from the pressure portion 5 of the brake value sensor 7 to the adjusting devices 11 and 14 of the brake circuits are connected to each other via a product logic 'l'enou 6Γ.

The product logic 61 is an apparatus according to the above-mentioned WABCO Doppel-Absperrventil 434 500.

If pressure is applied to only one inlet, it assumes its blocking position. If the pressure is applied to both inlets, the passage to its outlet will allow the pressure to be less.

If a malfunction occurs when the vehicle braking system is actuated in the brake circuit electrical pressure control device, pressure is applied to the product logic member 61 at only one input so that it assumes its locking position and prevents switching to the mechanical control device 5, 41, 41, 61 brake pressure. If both electrical braking pressure controls of both brake circuits fail, the product logic member 61 exerts a pressure at both inlets, thereby permeable and allows switching to mechanical brake pressure control means 5, 41, 41, 61 by.

If there is a protective circuit integrated in the electric brake pressure control devices

<img file="CS9002310A2_D0001.tif" />

the brake pressure control device 5, 41, 41, &amp; quot; 61 during operation of the anti-lock device by means of a single electrically operated 3/2-way valve of the type 3/2-way valve 40 of FIG. 6, if this, as shown, is arranged downstream of the product logic member 61 in the common duct portion of both brake circuits, preferably in the pressure duct 63.

The exemplary embodiment of Fig. 10 shows a cut-out of the preceding exemplary embodiment in which the product logic member 61 is replaced by the adder logic member 70. For example, a two-way distributor valve is considered as the adder logic member 70. The sum logic member 70 is permeable even if it is exerted on one inlet pressure. In contrast to the previous embodiment, in this exemplary embodiment, the brake pressure control mechanism 5, 41, 41, 70 of the brake circuit is already switched over when the brake pressure control of one brake circuit fails.

In the vehicle braking system of Figs. 9 and 10, the electrical brake pressure actuator may be multiple times._ΛFor example, in the pressure line 30a, which defines the fault, predetermine differently for each brake circuit. This means that the 3/2-way valves 41 of the individual brake circuits may differ from each other *

at least in the controls. This option is particularly useful when the brake pressure electrical actuators are provided with a brake pressure regulator having a different control ratio for each brake circuit.

For those cases in which this possibility is irrelevant, FIG. 11 shows the possibility of simplifying the braking system of the vehicles of FIG. 10. In this embodiment, the sum logic member 70 is replaced by the product logic member 61 and only one 3/2-way valve 41 is provided for the mechanical brake actuators 6, 41, 61 which is arranged in one of the two mechanical brake pressure actuators the pressure pipe parts 24, 66, or 24, 66, 63, respectively, which extend from the pressure part 5 to the adjusting devices 1 and 14. Its output to the electric brake pressure control associated with the control input is connected to the output of the product logic element 61, the outputs of which are actuated by the brake pressure exerted by the electric brake pressure control device of one brake circuit. For this reason, such a brake pressure serves the brake pressure which is exerted by the double shut-off device 33 of each circuit and is lower at the respective brake pressure modulators 12 and 28.

By means of the described arrangement of the product logic member 61, the 3/2-way valve 41 actuates the lowest brake pressure available in the electric brake pressure control device when actuating the vehicle braking device at its actuating stage associated with the electric brake pressure control device. switches as in the braking device of the vehicle of FIG. 10 for any failure in the electrical brake pressure control device on the mechanical brake pressure control device 2&gt; 61,

9, 10 and 11-, the 3/2-way valves 41 can be replaced with 3/2-way valves 21 of the 3/2-way valve 21 of Figure 5, with the result that, like this brake circuit, will only switch to the mechanical brake pressure control unit when the electric control unit fails almost completely ?! the brake pressure (FIG. 9) or the electric brake actuation of one of the brake circuits (FIG. 10,

11) . '

It can be seen from FIG. 12 that the mechanical actuators 5, 41, 41, 61, or 5, 41,

9, 11, can be supplemented with a relay valve 54 of the type shown in FIG. 8. A relay valve which is operated by means of a common part of the pressure pigeon and if parts of the pressure part is sufficient is sufficient. The conduits 63 and 67 are connected to its working connection or to several working connections, if any, said parts of the pressure lines 63 and 67 leading to the receiving devices 1 and 14 of the individual brake circuits.

Although possible in all embodiments, it is only shown in dashed lines in FIGS. 9 to 11 that the individual components can be associated with one another in the structural units 65 and 71, respectively. By way of example, the unit 71 is shown by a relay valve 54 and an electrically controlled 3/2-way valve 40 for the anti-lock device. The unit 65 is a 3/2-way valve 41, the product logic x. - a 61 ngbo sum logic member 70, a thrust switch 42 and a 3/2-way switch. a valve 40 or, optionally, a structural unit 71.

Otherwise, unless otherwise indicated by the described exemplary embodiments, the data given for the basic embodiment and the further embodiment of the exemplary embodiment also apply to the other exemplary embodiments, either directly or correspondingly.

It will be apparent to one of ordinary skill in the art that the field of application of the invention is not limited to the exemplary embodiments, but includes all arrangements whose features follow from the definition of the subject matter of the invention.