Patent Application
20120006634
The invention relates to an actuating device for a parking brake of a vehicle according to the preamble of claim 1 and to a method for actuating an actuating device according to the preamble of claim 20.
Vehicles and in particular utility vehicles have a service brake provided for driving operation and have a parking brake provided for immobilizing the vehicle. A so-called first braking action for the vehicle can be generated by means of the parking brake independently of a braking process of the service brake. A known actuating device is part of a brake system of the vehicle and actuates the parking brake thereof.
The known actuating device has a manually actuated control element for actuating the parking brake. If the parking brake is engaged, the actuating device can be switched into a first switching state in which the parking brake is released. The control element has a plurality of deflection positions. In a first deflection position, if the parking brake is released, the actuating device can be switched here into a second switching state in which the parking brake is engaged.
The brake system having the known actuating device often has at least one further braking function, for example a trailer testing function, a trailer braking function and/or an anti-jackknifing braking function. The control of a multiplicity of functions of the brake system can be confusing for a driver and is often not possible in a readily intuitive manner.
The problem on which the invention is based is that of making it possible for such a brake system to be controlled in a simple and intuitive manner.
The invention solves said problem by means of an actuating device of the type mentioned in the introduction, which actuating device can be switched into a further switching state, and by means of a method for actuating the actuating device, wherein in response to an actuation, the actuating device is switched into the further switching state.
The actuating device can be switched into the first switching state, the second switching state and the further switching state in particular by means of the same control element. By means of the further switching state, it is for example possible for a trailer testing function and/or a trailer braking function and/or an anti-jackknifing braking function to be selected by means of one and the same control element, or a function which prevents an automatic engagement of the parking brake upon the deactivation of an ignition can be selected by means of the actuating device, in particular by means of one and the same control element. The actuating device has, aside from the control element, at least one electronic system for providing switching states. The actuating device may however also have further components of the brake system, in particular control electronics, power electronics and actuating means or actuators for brakes.
The control element of the actuating device according to the invention can be controlled intuitively and more easily than the control element of the known actuating device, by means of which a trailer testing function can be selected, or by means of which, in combination with a separately arranged further control element, a trailer braking function and/or an anti-jackknifing braking function or a deactivation of an automatic engagement of the parking brake upon the deactivation of the ignition can be selected. Simple and intuitive control is also possible in the case of a further control element, which must be actuated separately, for deactivating the automatic engagement of the parking brake upon the deactivation of the ignition.
The invention saves on at least one control element by “multiple assignment”. In this way, space is saved on a dashboard in a vehicle cab of the vehicle. Said space is limited because a multiplicity of control elements is conventionally arranged on said dashboard.
The invention not least also saves on costs because fewer control elements, and no separate actuating device for deactivating the automatic engagement of the parking brake upon the deactivation of the ignition, need be produced and installed in the vehicle.
It is preferably possible for a trailer vehicle to be coupled to the vehicle. By means of the parking brake, a second braking action for said trailer vehicle can likewise be generated, independently of a braking process of the service brake of the tractor vehicle (claim 2). In the first switching state, the second braking action of the parking brake cannot be provided. In contrast, in the second switching state, the in particular full braking action of the parking brake can be provided.
The control element has a predetermined neutral position and is designed so as to assume said neutral position when not subjected to external action. The deflection positions are spaced apart from the neutral position in different directions.
In the further switching state, the second braking action but not the first braking action is changed in relation to the first and/or second switching state. The further switching state may therefore for example select a trailer testing function, a trailer braking function or an anti-jackknifing braking function.
By means of the trailer testing function, it can be tested whether a vehicle combination composed of the vehicle and the trailer vehicle can be immobilized solely by means of the parking brake of the vehicle. For the trailer testing function, only the first braking action on the vehicle can be provided, while the second braking action on the trailer vehicle cannot be provided.
The vehicle advantageously has combined spring brake cylinders, wherein a diaphragm part of said spring brake cylinders is assigned to the service brake and a spring store part is assigned to the parking brake. To immobilize the vehicle by means of the parking brake, the spring store parts, which are aerated during driving operation, are deaerated, as a result of which a spring provides brake application energy in order to obtain the first braking action.
In contrast, the trailer vehicle has brake cylinders which can be aerated and therefore actuated both by the service brake and also by the parking brake. Said brake cylinders, and if appropriate further components of the brake system, can therefore be assigned both to the service brake and also to the parking brake.
If the trailer testing function is activated, the brake cylinders of the trailer vehicle are deaerated such that the vehicle combination is held solely by means of the parking brake of the tractor vehicle.
In contrast, in the trailer braking function and in the anti-jackknifing braking function, the parking brake of the vehicle is released while the brake cylinders of the trailer vehicle are aerated and therefore actuated. Here, the trailer brake function is used inter alia to test whether the trailer vehicle is correctly coupled to the vehicle. Specifically, a trailer vehicle not correctly coupled would become detached from the vehicle if the trailer braking function were activated when the vehicle drives off.
In contrast, the anti-jackknifing braking function is used at low speeds in order to keep the vehicle stretched out in curves for example on a downward sloping roadway.
The invention may alternatively also be used in vehicle combinations or vehicles with other types of brakes, for example electromechanically actuable brakes.
Overall, in the further switching state in this embodiment, the second braking action, specifically the braking action on the trailer vehicle, is therefore always changed either in relation to the first or in relation to the second switching state or either in relation to the released or in relation to the engaged parking brake of the vehicle. In particular, in the further switching state, the second braking action is changed in relation to the first switching state in that the brake cylinders of the trailer vehicle are now actuated, or is changed in relation to the second switching state in that brake cylinders of the trailer vehicle are now released or are at least actuated in such a way that a comparatively low second braking action can be obtained. In the extreme case, however, in the further switching state, the second braking action may be inverted in relation to the second braking action in the first or second switching state or in relation to the first braking action in the further switching state.
In a first preferred embodiment which builds on said initially described embodiment, if the parking brake is engaged, the actuating device, in a second deflection position, can be switched into the first switching state in order to release the parking brake (claim 3). Here, the switch into the first switching state takes place either in the second deflection position or alternatively only when the control element is no longer actuated or the second deflection position has been departed from.
In contrast, in the first deflection position, the actuating device can be switched into the further position in order to provide a trailer testing function if the second switching state was activated previously. The further switching state is a third switching state in which the first braking action but not the second braking action can be provided. The first deflection position is therefore doubly assigned, with two functions. Specifically, if the parking brake is released, the parking brake is engaged in response to an actuation of the control element in the first deflection position. In contrast, if the parking brake is engaged, or after repeated actuation of the control element in the first deflection position, the trailer testing function is activated for as long as the control element is actuated in the first deflection position. In contrast, after a return into the neutral position, the parking brake for the tractor vehicle and the trailer vehicle is engaged again, or the second switching state is assumed again.
In an alternative second preferred embodiment which builds on the initially described embodiment, the first deflection position is again doubly assigned, but in this case with the functions “engagement” and “release” of the parking brake (claim 4). Therefore, if the parking brake is engaged, the actuating device, in the first deflection position, can be switched into the first switching state in order to release the parking brake. The switch into the second switching state also takes place in the first deflection position. If appropriate, the actuating device may however also be designed such that it is switched into the first switching state only after the first deflection position has been departed from, in particular when the neutral position is reached.
In contrast, in a second deflection position, the actuating device can be switched into the further switching state in order to provide a trailer testing function if the second switching state was previously activated. The further switching state is again a third switching state in which the first braking action but not the second braking action can be provided. It is therefore possible by means of the first deflection position for the parking brake to be alternately engaged and released again, while if the parking brake is engaged and if the control element is actuated in the second deflection position, the trailer testing function is activated for as long as the control element is actuated in said second deflection position. In contrast, in the event of actuation in the second deflection position if the parking brake is released, the second deflection position has no function.
In a preferred refinement of the invention which builds on the special embodiments described above, if the parking brake is released, the actuating device, in the second deflection position or in response to a preceding deflection in the second deflection position, can be switched into a fourth switching state in particular in order to provide a trailer braking function (claim 5). In said fourth switching state, the second braking action but not the first braking action can be provided. Therefore, both the first deflection position and also the second deflection position are in each case doubly assigned with functions. It is consequently possible to save on a further control element, specifically a separate control element for activating the trailer brake function. The control of the control element is nevertheless still possible in an intuitive manner.
The actuating device preferably has detection means by means of which a vehicle standstill state or a vehicle speed can be detected, wherein the actuating device can be switched into the fourth switching state only if the vehicle standstill state is detected or a low vehicle speed is detected, that is to say up to a maximum speed of less than 5 km/h (claim 6). The trailer braking function can therefore be activated only if this is possible without risk, specifically in the vehicle standstill state or at low vehicle speed.
The detection means may additionally be assigned another function, and for example provide data for a speed display and/or an anti-lock system.
If the trailer braking function is activated, it is possible to identify a correctly coupled trailer vehicle by means of a drive-off or advancement of the pulling vehicle. A change is advantageously automatically made from the fourth switching state to the first switching state above a predefined vehicle speed, for example 5 km/h, since the trailer vehicle, which may be a semitrailer, must not be pulled at relatively high speeds, that is to say of higher than 5 km/h, with braked wheels.
In one refinement of the invention, the second deflection position of the control element is even triply assigned (claim 7). Specifically, if the parking brake is released, the actuating device, in the second deflection position, can be switched into a fifth switching state in order to provide an anti-jackknifing braking function, wherein in said fifth switching state, the second braking action exceeds the first braking action, in particular the second braking action but not the first braking action can be provided. Therefore, if the parking brake is released and for as long as the control element is actuated in the second deflection position, either the trailer braking function or the anti-jackknifing function is activated.
Here, the anti-jackknifing braking function is preferably activated if the vehicle is at a vehicle speed which lies within a predefined or predefinable speed interval, in particular between for example 5 km/h and for example 60 km/h (claim 8). The vehicle therefore has detection means by means of which a vehicle standstill state or a vehicle speed can be detected. If a detected vehicle speed lies within the predefined or predefinable speed interval, the actuating device can be switched into the fifth switching state. Maloperation of the control element which may be dangerous in some circumstances, in particular an activation of the anti-jackknifing function at excessively high speed, is thereby ruled out.
If the parking brake is released and if a detected residence time lies below a predefined or predefinable limit actuation time, the actuation device can preferably be switched into the or a fifth switching state, wherein in said fifth switching state, in order to provide an anti-jackknifing function, the second braking action exceeds the first braking action, in particular the second braking action but not the first braking action can be provided (claim 9). The anti-jackknifing function can therefore alternatively or additionally also be actuated or activated in a vehicle standstill state, specifically in the event of a sufficiently long-duration actuation of the control element in the second deflection position. For this purpose, the residence time of the control element in the second deflection position can be detected. The anti-jackknifing braking function can therefore be activated at the correct time, and remains activated, if appropriate even after a return into the neutral position, until the second or if appropriate the first deflection position is reached again or, if appropriate, the anti-jackknifing braking function is manually or automatically deactivated in some other way.
A third preferred embodiment of the invention, which is an alternative to the first and second embodiments but which, like these, builds on the embodiment described in the introduction, provides that, if the parking brake is engaged, the actuating device, in a second deflection position, can be switched into the first switching state in order to release the parking brake (claim 10). Furthermore, the control element has a third deflection position, wherein the actuating device, in said third deflection position, in particular if the parking brake is released, can be switched into the further switching state in order to provide the anti-jackknifing braking function. In contrast to the first or second embodiment, said further switching state is now not a third but rather a fifth switching state in which the second braking action exceeds the first braking action, in particular the second but not the first braking action can be provided. The control element is therefore designed structurally so as to permit a third deflection position, and therefore multiple assignment of the first or second deflection positions is not required.
In said third deflection position, the second braking action can preferably be varied in a continuous or stepped fashion, wherein the third deflection position is arranged in a so-called first deflection region, which is in particular adjacent to the neutral position, and the second braking action is dimensioned according to a position in said first deflection region (claim 11). The anti-jackknifing braking function is therefore not only activated and deactivated again, but rather can be controlled individually in terms of its intensity.
In a preferred refinement, the control element has a fourth deflection position which is arranged in a second deflection region arranged in particular adjacent to the neutral position (claim 12). The actuating device, in said fourth deflection position, in particular if the parking brake is released, can be switched into a sixth switching state in order to provide a dynamic braking function, wherein in said sixth switching state, the first braking action and the second braking action can be provided in a continuous or stepped fashion and wherein the first braking action and the second braking action are dimensioned according to a position in said second deflection region. The parking brake can therefore be used similarly to the service brake and apportioned both for the vehicle and also for the trailer vehicle. The apportionment takes place here by means of the control element.
In this embodiment, too, the control element assumes the neutral position when not subjected to external action; in particular, said control element moves from the first deflection region or second deflection region back into the neutral position preferably in a damped manner, such that after the control element is released, the first braking action and the second braking action, or if the anti-jackknifing braking function is activated preferably only the second braking action, are or is reduced.
In a preferred refinement, the actuating device is designed such that, in response to a departure from the third or fourth deflection position and/or in response to a departure from the first or second deflection region, in particular in response to a return into the neutral position, the actuating device is switched back into the first switching state in order to release the parking brake, in particular if the actuating device was situated in the first switching state before the actuation into the third or fourth deflection position and/or into the first or second deflection region (claim 13).
In the third embodiment of the actuating device, the control element or an actuating means of the control element can be pushed and pulled along an axis and pivoted about said axis, in particular in relation to a base element of the control element, wherein proceeding from the neutral position, the first deflection position can be reached by pulling, the second deflection position can be reached by pushing, if appropriate the third deflection position can be reached by pivoting in a first direction, and if appropriate the fourth deflection position can be reached by pivoting in a second direction (claim 14). Comfortable control of the anti-jackknifing braking function or if appropriate of the dynamic braking function is made possible in this way. Furthermore, the parking brake can be activated and deactivated easily and quickly. The control element may have, as an actuating means, for example a lever or knob.
The control element is preferably designed such that the first and second deflection positions can be reached proceeding from the second and first deflection positions, that is to say from the in each case other deflection position, and also proceeding from the third and if appropriate proceeding from the fourth deflection position, only via the neutral position (claim 15). If the control element is situated in the third or if appropriate in the fourth deflection position, said control element, in response to a pulling or pushing action, moves firstly into the neutral position and if appropriate thereafter into the first or second deflection position. This counteracts maloperation. The parking brake can be engaged only when the dynamic braking function or the anti-jackknifing braking function has been deactivated.
In a refinement of the invention which builds on the special embodiments mentioned above, the actuating device can be switched into a seventh switching state (claim 16). As an alternative to this, the further switching state is the seventh switching state (claim 17). In this case, a trailer vehicle need not imperatively be coupled, or able to be coupled, to the vehicle.
The actuating device or a brake system which has the actuating device has an automatic system which immobilizes the vehicle when the ignition is deactivated. The parked vehicle is thereby prevented from inadvertently rolling away. If the actuating device is in the first switching state, the actuating device can therefore be automatically switched into the second switching state in response to a deactivation of the ignition.
However, if the actuating device is in the seventh switching state when the ignition is deactivated, an automatic immobilization of the vehicle is prevented. The vehicle may be parked in an unbraked manner, which may be necessary or advantageous for example in a workshop, in the event of the replacement of brake linings, in the event of towing, and in order to prevent the brakes from freezing solid.
In one advantageous refinement, the actuating device is designed such that, in the deflection position of the control element, it is switched into the seventh switching state for the duration of its actuation, and is switched into the first switching state only after departing from said deflection position or after returning into the neutral position or after the end of the actuation (claim 18). The actuating device is therefore situated in the seventh switching state for the duration of the actuation of the control element. Consequently, an automatic engagement of the parking brake is prevented if the ignition is deactivated during the actuation of the control element. However, if the ignition is first deactivated when the control element is no longer actuated, then the parking brake is automatically engaged. Specifically, after the end of the actuation of the control element, the actuating device is situated no longer in the seventh switching state but rather in the first switching state, in which the automatic switch in the second switching state in order to automatically engage the parking brake is not prevented.
Alternatively or in addition to the switch into the seventh switching state by virtue of the control element being “kept depressed”, a further control element for switching may also be provided, wherein the actuating device, in response to an actuation of the further control element, can be switched into the seventh switching state for the duration of the actuation or for a predetermined time duration or until the actuation of the control element or until the renewed actuation of the further control element or until the actuation of another further control element (claim 19). Here, the further control element is advantageously a control element already provided for a further function, such that, as a result of multiple assignment of said further control element, a separate control element solely for selecting the seventh switching state is not required.
A switch into a deflection position may take place if the control element has the respective deflection position. If appropriate, however, this may also be understood to mean that said switch takes place only when the control element is no longer actuated, or has departed from the respective deflection position or the respective deflection region or has changed its position in the deflection region.
Further embodiments will emerge from the claims and from the exemplary embodiments described in more detail on the basis of the drawing, in which:
The control element 2 can be actuated manually by virtue of pressure being exerted on the upper touch region 8 or the lower touch region 10. To actuate the control element 2, the rocker switch 6 is pivoted about an axis arranged perpendicular to the plane of the drawing by virtue of pressure being exerted on the upper touch region 8 or the lower touch region 10 from the left. While the upper touch region 8 is pivoted in the direction of the base element 4, the lower touch region 10 is pivoted away from said base element 4, and vice versa.
When not subjected to external action, the control element 2 assumes a predetermined neutral position 17 which is illustrated in
The lamp 16 may be illuminated for a duration of actuation of the control element 2, but may alternatively also be activated such that an illumination of the lamp 16 is assigned to a switching state of the actuating device. Correspondingly, a non-illumination of the lamp 16 may be assigned to some other switching state of the actuating device. It is also possible for lamps with different colors to be provided, wherein each color is assigned to a different switching state. Furthermore, a lamp may additionally or alternatively be provided behind the lower touch region 10. It is alternatively also possible for the lamp 16 to be arranged remote from the rocker switch 6, and if appropriate also remote from the control element 2.
The actuating device serves for actuating a parking brake of a vehicle, wherein in this exemplary embodiment of the invention, a trailer vehicle may be coupled to the vehicle, and wherein the vehicle and the trailer vehicle together form a vehicle combination. Here, the trailer vehicle may in particular be a semitrailer.
The vehicle has a service brake provided for driving operation and has a parking brake provided for immobilizing the vehicle. Here, a first braking action for the vehicle and a second braking action for the trailer vehicle can be generated by means of the parking brake independently of a braking process of the service brake.
In response to a depression of the upper touch region 8 of the rocker switch 6, the control element 2 arrives in a first deflection position 18 which is spaced apart from the neutral position 17 and which is symbolized by an arrow. In contrast, in response to a depression of the lower touch region 10 of the rocker switch 6, a second deflection position 20 of the control element 2 is reached, which second deflection position 20 is spaced apart from the neutral position 17 and which is symbolized by a further arrow.
The actuating device can be switched into a plurality of switching states. Said switching states can be selected alternatively, such that only one switching state is active at any given time. A change between the switching states takes place by means of an actuation of the control element 2. If appropriate, however, a switch may be made between the switching states automatically, for example as a function of driving states or vehicle states.
In the first exemplary embodiment, the first deflection position 18, which is reached in response to an actuation of the upper touch region 8 of the rocker switch 6, is doubly assigned. In a first switching state, the parking brake is released, wherein the first braking action and second braking action of the parking brake cannot be provided. In response to the first deflection position 18 being reached, the actuating device switches into the second switching state in which the parking brake is engaged. Thereafter, the neutral position 17 must first be reached before the actuating device, in response to the first deflection position 18 being reached again, can switch back again into the first switching state.
The actuating device may be designed such that it is switched directly into the first switching state when the first deflection position 18 is reached. Alternatively, however, the actuating device may also be designed such that it, in the first deflection position 18, is switched initially into a seventh switching state for as long as the control element 2 is situated in the first deflection position 18. Only in response to a departure from the first deflection position 18 or in response to the neutral position 17 being reached is the actuating device in this case switched back into the first switching state.
In the seventh switching state, the parking brake is released. The first and seventh switching states differ from one another in that the actuating device, in the first switching state, is automatically switched into the second state in response to a deactivation of an ignition, in order to prevent the parked vehicle from inadvertently rolling away. In contrast, in the seventh switching state, an automatic switch into the second switching state is prevented.
The automatic engagement of the parking brake may be a parameterizable function of the actuating device. In particular, said function may be integrated into the actuating device as an option, or integrated into the actuating device as standard but selectively activated or deactivated, by the manufacturer of the actuating device or of a vehicle which has the actuating device. For this purpose, for example, a function is provided in an item of software, which function can be selectively activated or deactivated in the software.
If the actuating device is situated in the second switching state, or if the parking brake is engaged, the actuating device, in response to the second deflection position 20 being reached, can be switched into a further, specifically a third, switching state. In said third switching state, for a trailer testing function, the second braking action is not provided, or the parking brake of the trailer vehicle is released, for the duration of actuation of the control element 2, in particular for as long as the second deflection position is reached or for as long as the neutral position is not reached again. It is therefore possible to establish whether the first braking action, or the parking brake of the vehicle or tractor vehicle, is capable of holding the entire vehicle combination including the unbraked trailer vehicle, immobilized. This is advantageous if the vehicle combination is to be parked for a relatively long time and the second braking action is attained only when brake cylinders on the trailer vehicle are aerated. Specifically, if said brake cylinders are deaerated after a relatively long time as a result of a pressure loss, the second braking action is lost, such that the vehicle combination must be held by means of the first braking action of the parking brake of the tractor vehicle alone.
The actuating device of said second exemplary embodiment differs from the actuating device of the first exemplary embodiment according to
For safety reasons, the activation of the fourth switching state is coupled to the vehicle either being at a standstill or at least travelling at a speed of less than 5 km per hour. In response to an activation of the trailer braking function, the trailer vehicle is abruptly braked, which can be perceived by a driver in the vehicle as a jerk, or which restrains the tractor vehicle as it drives away. From this, the driver can identify whether the trailer vehicle is correctly coupled to the vehicle and whether the brakes of the trailer vehicle are generating a braking action.
The further functionality of the actuating device according to the second exemplary embodiment corresponds to the functionality of the actuating device described in the first exemplary embodiment.
Said fifth switching state, like the fourth switching state, is selected proceeding from the first switching state when the second deflection position 18 is reached. Here, the actuating device decides, as a function of a detected vehicle speed, whether a switch into the fourth or fifth switching state should be carried out or it should remain in the first switching state. If the vehicle is at a standstill or at low speeds of less than 5 km per hour, the actuating device is switched into the fourth switching state and the trailer braking function is activated. In contrast, in an interval between 5 km per hour and 60 km per hour, the anti-jackknifing braking function is activated.
At higher speeds, the actuating device remains in the first switching state. Also, if the maximum speed of 5 km per hour for the trailer braking function is reached or a limit of the speed interval between 5 km per hour and 60 km per hour is exceeded during the anti-jackknifing braking function, the actuating device is automatically switched back into the first switching state.
If appropriate, it is also possible for an acoustic or visual warning signal to be output, and for an automatic switch back into the first switching state to be made only after a predefined time duration, in order to enable the driver to correspondingly adjust the vehicle speed and thereby be able to prevent an undesired switch back into the first switching state.
The anti-jackknifing function can provide the full second braking action for the trailer vehicle. Alternatively, however, the anti jackknifing function may also provide a braking action for the trailer vehicle which is reduced in relation to the full second braking action. A braking action may be predefined or also adjustable.
If appropriate, the control element 2 may also be of some other design. The anti-jackknifing braking function may for example be actuable in a stepped or continuous fashion by means of the rocker switch 6. An actuation of the rocker switch 6 with a comparatively low pressure on the lower touch region 10 leads for example to only a low second braking action on the trailer vehicle. A correspondingly higher pressure increases the second braking action. Alternatively, the braking action may be adjusted by means of a separate control element.
In a further alternative to the third exemplary embodiment, the actuating device is not switched from the fifth switching state into the first switching state when the second deflection position 20 is departed from or the neutral position 17 is reached. Instead, the anti-jackknifing braking function is activated until the second deflection position 20 is reached again or the first deflection position 18 is reached or an electronic system automatically deactivates the fifth switching state and switches back into the first switching state in response to an identified defined driving state or vehicle state.
In the actuating devices according to the exemplary embodiments 4, 5 and 6, both the engagement of the parking brake and also the trailer testing function which can be temporarily activated when the parking brake is engaged are assigned to the first deflection position 18. The driver can therefore initially engage the parking brake and thereafter activate the trailer testing function without changing touch region 10.
Correspondingly, the release of the parking brake is assigned, if appropriate together with the trailer braking function which can be temporarily activated when the parking brake is released, and if appropriate the anti-jackknifing braking function, to the second deflection region 20. The driver therefore has clearly separate touch regions 8 and 10 for engaging and for releasing the parking brake. Furthermore, with the actuating devices according to the exemplary embodiments 5 and 6, the driver can activate the trailer braking function directly after the release of the parking brake without having to change from the lower touch region 10 to the upper touch region 8 or to a separate control element. A corresponding situation applies for the anti-jackknifing braking function according to the sixth exemplary embodiment, wherein here, the vehicle should however be accelerated between the release of the parking brake and the engagement of the anti-jackknifing braking function, such that the vehicle speed lies in the predefined speed interval.
Alternatively, however, the anti-jackknifing braking function may also be activated even at a standstill or at speeds of less than 5 km/h, for example if the second deflection position 20 is reached for only a short time. Here, a short actuation means an actuation time which lies below a predefined limit actuation time. Therefore, when the vehicle is at a standstill or at a speed of less than 5 km/h, in the case of a short actuation time, the anti-jackknifing braking function is activated, and in the case of any actuation time exceeding this, the trailer braking function is activated. The anti jackknifing function activated in the short actuation time therefore remains activated even in the neutral position 17. A deactivation is carried out by means of a renewed actuation of the control element 2, or automatically by means of a separate control element.
In all the exemplary embodiments 1 to 6, a switch can be made from the first or second switching state temporarily into the third and if appropriate also into the fourth and/or fifth switching state. The actuating device can be switched from the first switching state if appropriate into the fourth or fifth switching state, and after the end of said fourth or fifth switching state, is switched back into the first switching state again. Correspondingly, the third switching state can be reached from the second switching state, wherein the actuating device, after the end of the third switching state, is switched back into the second switching state.
In a seventh, eighth or ninth exemplary embodiment of the invention, a further step 28 is arranged between step 26 and step 24, in which step 28, after the checking of one or more further deflection positions or deflection regions, a switch can temporarily be made into the fifth and/or a sixth switching state.
When the check in step 24 yields that the control element is situated in the first deflection position 18, the process continues with step 30, in which it is checked whether the parking brake is engaged. If the parking brake is not engaged, it is engaged in step 32. For this purpose, the actuating device is switched from the first or seventh switching state into the second switching state. It is thereafter checked in step 34 whether the neutral position 17 has been reached again. A repeated check is carried out in step 34 for as long as the control element 2 is actuated. Only when the neutral position 17 is reached, or when the control element 2 is no longer situated in the first deflection position 18, is the process continued again with step 24.
If the parking brake is engaged, step 30 is followed by a step 36, in which, according to the exemplary embodiments 1, 2 and 3, the parking brake is released.
Here, to release the parking brake, the actuating device is switched into the first switching state. Alternatively, however, the actuating device may also be designed such that, in step 36, it switches into the seventh switching state for as long as the control element 2 is situated in the first deflection position 18, and switches into the first switching state only after returning to the neutral position 17 or after departing from the first deflection position 18. For a residence time in step 36, therefore, the actuating device is situated in the seventh switching state. After the first switching state is reached, the process continues with step 24.
If appropriate, between steps 24 and 26, 26 and 28 or 28 and 24, it is checked whether an ignition is still activated or is being or has been deactivated. If the actuating device is situated in the first switching state and a deactivation of the ignition is identified, the actuating device is switched from the first switching state into the second switching state, and the parking brake is engaged. In contrast, an automatic engagement of the parking brake is prevented if the actuating device is situated in the seventh switching state. Specifically, the seventh switching state is active if appropriate in step 36, but not between the steps 24 and 26, 26 and 28 or 28 and 24.
In step 36, the actuating device according to one of the exemplary embodiments 4, 5 or 6 is temporarily switched from the second switching state into the third switching state. After departing from the first deflection position 18 or after returning into the neutral position 17, the actuating device switches back into the second switching state. Thereafter, the process continues with step 24.
In a design of the actuating device according to the ninth exemplary embodiment, step 36 may also have no function or may be omitted. In this case, step 30 is followed by step 24.
If it is identified in step 26 that the control element 2 is situated in the second deflection position 20, then in a step 38, analogously to step 30, it is checked whether the parking brake is engaged. If the parking brake is engaged, the process continues with a step 40, and otherwise continues with a step 42.
In the exemplary embodiments 1, 2 and 3, in step 40, the actuating device is temporarily switched into the third switching state, in a similar way to that described with regard to step 36 in terms of the first deflection position 18 and the exemplary embodiments 4, 5 and 6.
In the exemplary embodiments 4, 5 and 6, however, in step 40, the actuating device is switched into the first or seventh switching state in order to release the parking brake, in a similar way to that described with regard to step 36 in terms of the first deflection position 18 and the exemplary embodiments 1, 2 and 3.
Step 42 may have no function or may be omitted, wherein if the parking brake is not engaged, step 38 is followed by step 24. In the exemplary embodiments 2, 3, 5 and 6, however, in step 42, a switch can temporarily be made into a fourth switching state. A switch is therefore made from the first switching state into the fourth switching state and, thereafter, back into the first switching state before the process is continued with step 24.
In the exemplary embodiments 3 and 6, in step 42, it is also possible for a switch to be made into the fifth switching state, wherein the fifth switching state is selected for as long as the control element 2 is situated in the second deflection position 20. Alternatively, however, the actuating device may also be designed such that the fifth switching state is maintained for as long as the control element 2, after returning from the second deflection position 20, is situated in the neutral position 17, or does not arrive again in the second deflection position 20 or some other deflection position 17. If appropriate, an automatic system may also switch back from the fifth switching state into the first switching state as a function of predefined or definable conditions.
Step 28 has been omitted in relation to the exemplary embodiment according to
A step 40′ is similar to the step 40 of
The step 42 has already been described in general form in the description of
The steps 40″ and 36″ in the exemplary embodiments 4, 5, 6 and 8 are similar to the steps 36′ and 40′ in the exemplary embodiments 1, 2, 3 and 7. If the parking brake is engaged, the functions called up in the first deflection position 18 and in the second deflection position 20 are interchanged.
The sequence in which the steps 24, 26 and if appropriate 28 are run through is arbitrary. In alternative embodiments which are not shown, the steps 24, 26 and if appropriate 28 may therefore be arbitrarily interchanged with one another in relation to the exemplary embodiments shown.
In the exemplary embodiment 9, steps between the letters A and B may be omitted, and consequently the arrangement according to
However, if it is identified in step 50 that the vehicle is moving, in particular with a minimum speed of 5 km/h, instead of the steps 52, 54 and 56, a step 58 is executed which has no function in the case of the second and fifth exemplary embodiments but which can effect a switch into the fifth switching state in the third and sixth exemplary embodiments.
Otherwise, in step 62, a switch is made into the fifth switching state, in particular the anti-jackknifing braking function. In further steps 64 and 66, it is checked whether the detected vehicle speed lies within the predefined speed interval or whether the control element 2 is already situated in the neutral position 17 again. Here, the steps 64 and 66 are carried out repeatedly until either the detected vehicle speed no longer lies within the predefined interval, or the neutral position 17 is reached or the second deflection position 20 has been departed from. Thereafter, in a step 68, the fifth switching state or the anti-jackknifing braking function is deactivated, wherein the actuating device switches from the fifth switching state back into the first switching state. This is followed, via F and D as per
The actuating device now not only waits in step 54 until the neutral position 17 is reached. In fact, a residence time of the control element 2 in the second deflection position, or a duration until the neutral position 17 is reached, is additionally determined in a step 70. After the deactivation of the trailer braking function in step 56, or after a switch into the first switching state, the process passes via a step 72 to the point marked D if the measured residence time is longer or not shorter than a predefined limit actuation time. Said limit actuation time may alternatively also be predefinable or if appropriate automatically adapted as a function of vehicle states and/or driving states.
However, if the control element 2 has been actuated in the second deflection position only briefly, and consequently the residence time is shorter than the predefined limit actuation time, after a step 72 the anti-jackknifing braking function is activated, or a switch is made into the fifth switching state, in a step 74.
Thereafter, in a step 76, similarly to step 64, it is determined whether the detected vehicle speed lies within the predefined speed interval. If this is not the case, in step 68, the anti-jackknifing braking function is deactivated, or a switch is made back into the first switching state. Otherwise, it is established in a step 78 whether the control element 2 is still situated in the neutral position 17. If this is the case, then via a loop, the process is continued again with step 76. Otherwise, in step 68, a switch is made back into the first switching state, and the anti-jackknifing braking function is deactivated.
If appropriate, in a deviation from
The neutral position 17′ is adjoined by a first deflection region 81 and a second deflection region 82. In particular, the first deflection region 81 is reached by means of a clockwise rotation proceeding from the neutral position 17′, whereas the second deflection region 82 is reached by means of a counterclockwise rotation proceeding from the neutral position 17′. Alternatively, however, the deflection regions 81 and 82 may, like the deflection regions 18′ and 20′, be interchanged.
A third deflection position 83, indicated by an arrow, for switching into the fifth switching state, or selecting an anti-jackknifing braking function, is arranged in the first deflection region 81. A further arrow indicates a fourth deflection position 84, which is arranged in the second deflection region 82, for switching into a sixth switching state, or selecting a dynamic braking function. The dynamic braking function generates both the first braking action and the second braking action, wherein the two braking actions are dimensioned according to the present deflection position in the second deflection region 82. The first braking action and second braking action may be realized by means of the parking brake or by means of a service braking action triggered by data message. Correspondingly, the second braking action in the anti-jackknifing braking function is dimensioned according to the present deflection position in the first deflection region 81.
As an alternative to the exemplary embodiment according to
Proceeding from G, in a step 85, the actuating device establishes whether the control element 2′ is situated in the first deflection region 81. If this is not the case, it is subsequently established in a step 86 whether the control element 2′ is situated in the second deflection region 82. If this is also not the case, the process continues via H to step 24 as per
If, in step 85, a deflection in the first deflection region 81 is identified, it is checked in a step 87 whether the detected vehicle speed lies within the predefined speed interval. If this is not the case, nothing further is initiated, and the process continues via H. Otherwise, in a step 88, a switch is made into the fifth switching state, and the anti-jackknifing braking function is activated corresponding to the position in the deflection region or the deflection. This is followed by a further check in a step 89 as to whether the vehicle speed lies within the predefined speed interval. If this is the case, the process continues with step 90, in which it is checked whether a position of the control element 2 in the first deflection region 81 has changed. If this is not the case, the process passes back to step 89, such that the anti jackknifing braking function remains activated for as long as the vehicle speed lies within the predefined speed interval and the position does not change.
However, if it is established in step 90 that the deflection or position has changed, it is checked in step 92 whether the position is still in the first deflection region 81. If this is the case, in step 94, the braking action is adjusted corresponding to the position of the control element 2′. For example, a further deflection from the neutral position 17 in the first deflection region 81 increases the second braking action on the trailer vehicle, while a reduction of the deflection also reduces the second braking action.
When either it is identified in step 89 that the detected vehicle speed no longer lies within the predefined speed interval, or it is identified in step 92 that the position is no longer situated in the first deflection region 81, in step 96, a switch is made back into the first switching state, or the anti-jackknifing braking function is deactivated, before the process departs from the section of the flow diagram illustrated in
If a deflection of the control element 2′ in the second deflection region 82 is identified in step 86, in a step 98, a sixth switching state, or a dynamic braking, is activated.
Both the first braking action on the vehicle and also the second braking action on the trailer vehicle are generated corresponding to the deflection or position in the second deflection region 82. Said braking actions remain unchanged for as long as it is subsequently identified in step 100 that the position has not changed. After a change in the position, however, it is established in step 102 whether the position is still situated in the second deflection region 82. If this is not the case, then a switch is made from the sixth switching state back into the first switching state, or the dynamic braking is deactivated. Thereafter, the process passes to H.
However, if the position has changed without a departure from the second deflection region 82, in step 106, the braking actions for the vehicle and for the trailer vehicle are adjusted corresponding to the deflection in the second deflection region 82. Here, an increase of the deflection proceeding from the neutral position 17′ leads to an increase of the braking actions. Correspondingly, a decrease of the deflection leads to a reduction of the braking actions. After the adjustment of the braking actions in step 106, the process passes back to step 100, where it is checked again whether the position has changed in relation to the most recently established position in the second deflection region 82.
All of the features specified in the above description of the figures, in the claims and in the introductory part of the description can be implemented both individually and also in any desired combination with one another. The invention is therefore not restricted to the described and claimed combinations of features. All combinations of features should in fact be regarded as being disclosed.
| Number | Date | Country | Kind |
|---|---|---|---|
| 10 2008 064 077.8 | Dec 2008 | DE | national |
| Filing Document | Filing Date | Country | Kind | 371c Date |
|---|---|---|---|---|
| PCT/EP09/07328 | 10/13/2009 | WO | 00 | 9/27/2011 |
