Patent Application
20250196835
The present disclosure relates to a brake modulator for providing at least an anti-lock braking function to a vehicle and preferably, as a part of an Anti-Lock Braking System (ABS). However, the brake modulator of the present disclosure can be equally suitable for using within any other electronically supported braking systems such as Electronic Braking System (EBS), Anti-traction Control (ATC) etcetera.
In an embodiment of the present disclosure, the brake modulator includes a main body having a first supply valve cavity, a second supply valve cavity, a first exhaust valve cavity, a second exhaust valve cavity, and a relay valve cylinder having a main cylinder axis. The first supply valve cavity, the second supply valve cavity, the first exhaust valve cavity, the second exhaust valve cavity, and the relay valve cylinder open towards an assembly side of the main body. The brake modulator further includes a supply port for receiving supply pressure, a relay valve configured to receive the supply pressure and to provide a main pressure depending on a brake request (or a driver's brake demand), and an ABS valve arrangement comprising a first ABS valve unit for a first channel and a second ABS valve unit for a second channel. The relay valve being received in the relay valve cylinder. The first ABS valve unit is configured to receive the main pressure and to provide first brake pressure to the first brake channel dependent on a first ABS control signal. A first ABS supply valve of the first ABS valve unit is received in the first supply valve cavity, and a first ABS exhaust valve of the first ABS valve unit is received in the first exhaust valve cavity. The second ABS valve unit is configured to receive the main pressure and to provide second brake pressure to the second brake channel dependent on a second ABS control signal. A second ABS supply valve of the second ABS valve unit is received in the second supply valve cavity, and a second ABS exhaust valve of the second ABS valve unit is received in the second exhaust valve cavity. The brake modulator also includes a main cover for closing of the assembly side of the main body. The present disclosure further relates to an assembly method for a brake modulator and a commercial vehicle comprising a brake modulator.
For braking a vehicle, a pressure medium, generally pressurized air in the case of commercial vehicles, is supplied to individual brake actuators or brake cylinders of the vehicle. Dependent on a brake request provided by a driver of the vehicle as a driver's brake demand and/or provided by a vehicle control system, one or more brake modulators provide pressurized air to the brake actuators. In anti-lock braking systems (ABS), also called lock-protected braking systems, an ABS valve unit for pressure modulation is provided for each brake channel associated to wheels of respective sides of the vehicle. For example, a first brake channel may be provided for brake cylinders on a rear left side of the vehicle while a second brake channel is provided for brake cylinders on a rear right side of the vehicle.
ABS valve units generally include a supply valve and an exhaust valve. By way of the supply valve, the respective brake channel can be alternately connected to or shut off from a source, generally a relay valve, providing a main pressure. The supply valve modulates the main pressure dependent on ABS control signals and provides a brake pressure to the respective brake channel. The brake channel may be alternately connected to or shut off from an exhaust using the exhaust valve, wherein the connection to the exhaust usually leads via a check valve and/or a silencer into the ambient air. For braking the wheels in correspondence with the respective brake channel, the supply valve opens and supplies a brake pressure to the brake cylinders. If the wheels lock, the ABS supply valve closes and thereby shuts off the brake channel from the pressurized air supplied by the relay valve. At the same time, the exhaust valve opens and releases pressurized air from the brake cylinders. Consequently, the brake cylinders open and allow the wheels associated to these brake cylinders to rotate again, thereby preventing slippage of the wheels. The brake cylinders are then closed again (if continued braking is desired) by opening the ABS supply valve and closing the exhaust valve. This whole cycle usually is repeated multiple times within seconds. The ABS valve units are controlled via the ABS control signals generally supplied by a ECU of the brake system or the vehicle. ABS valve units having a supply valve and an exhaust valve as described above are known from U.S. Pat. Nos. 10,981,551 B2 and 10,011,253 B2
In some cases, ABS valve units are integrated into a brake modulator providing the modulated main pressure. Such a brake modulator comprising the relay valve as well as the ABS valve units can be pre-assembled prior to integration of the brake system into the vehicle. This facilitates final assembly of the brake system which is generally carried out in confined spaces and consequently a risk for assembly errors is reduced.
In combined brake modulators for providing an ABS brake function, the relay valve is generally received in a relay valve cylinder formed in a main body, the first and second ABS supply valves are received in corresponding first and second supply valve cavities of the main body, and the first and second ABS exhaust valves are received in corresponding first and second exhaust valve cavities of the main body. For further facilitating assembly of the brake modulators, the cavities as well as the relay valve cylinder are all open to an assembly side such that the main body does not need to be rearranged during assembly. After insertion of the relay valve and the first and second ABS valve units into the main body, the assembly side of the main body of known brake modulators is closed by a cover. Such a cover may be a simple flat steel plate. Usage of such covers bring in their own challenges in that the tolerance chain for the overall cover needs to address the individual tolerances associated with each of first, second ABS supply valves, first and second ABS exhaust valves and/or other provisions within ABS valve units need to be properly addressed. Moreover, ensuring proper sealing of the main body is hard to achieve when using such conventional covers.
It is therefore a general object of the present disclosure to provide a brake modulator for providing an ABS brake function that has little to no leakage, allows for proper alignment and is easy to manufacture.
In order to solve this object, the present disclosure provides a brake modulator according to the first aspect of the present disclosure wherein the main cover includes a first supply cover portion for the first supply valve cavity, a second supply cover portion for the second supply valve cavity, a first exhaust cover portion for the first exhaust valve cavity, and a second exhaust cover portion for the second exhaust valve cavity, and wherein the brake modulator further includes a relay valve cover plate for closing the relay valve cylinder on the assembly side, wherein the relay valve cover plate is either formed separately from the main cover or is integrally formed with the main cover, wherein the relay valve cover plate is (geometrically and/or along a vertical axis (see, e.g., “A” in
Embodiments having a relay valve cover plate integrally formed with the main cover of the brake modulator have five or more interfaces to the main body resulting in a long tolerance chain as all the interfaces need to be provided at the correct spatial relationship to each other (the respective cavities respectively). For instance, the usage of an appropriate material such as plastic (as mentioned above) will assist in achieving this objective of e.g., accommodating the series of tolerance requirements. Even though the object of the present disclosure is already solved by a relay valve cover plate integrally formed with the main cover, the main cover, in particular the interfaces, have to be manufactured at high precision to ensure correct assembly and to prevent leakages, resulting in high manufacturing cost. Moreover, some materials are not usable for the integrally formed main cover, since achievable tolerances are limited when using these materials. Consequently, expensive materials or materials that are difficult to machine have to be used which leads to high overall cost of the brake modulator. One of the particular advantages of forming the relay valve cover plate integrally with the main cover of the brake modulator is to reduce the tooling costs, if the plastic material is chosen for the relay valve cover plate or the main cover. A single tool or die would be sufficient for manufacturing such a plastic cover plate.
The inventors have found, alternatively or in accordance with an alternative embodiment, that assembly and manufacture of the brake modulator is substantially facilitated when a separate relay valve cover plate formed independently from the main cover. Therefore, a relay valve cover plate formed separately from the main cover is particularly preferred. However, it is noted that a relay valve cover plate formed separately from the main cover is not an essential feature for solving the object stated above. The relay valve cover can be manufactured and assembled independently of the main cover which in turn has less tolerance interdependencies. Interdependencies between a position of the first and second supply cover portions and the first and second exhaust cover portions one the one hand and the relay valve cover on the other hand are eliminated. The main cover is manufacturable at lower tolerances, resulting in decreased manufacturing cost. The relay valve cover plate design is also simplified, since only tolerances with regard to the relay valve cylinder need to be considered and resulting in e.g., better compliance with the sealing requirements when the relay valve cover plate is independently formed from the main cover. Moreover, tolerance requirements with regard to the main cover may be met even if the main cover is formed by injection molding, in particular injection molding of a plastic material.
The main cylinder axis of the relay valve cylinder is preferably formed perpendicular to a relay valve cylinder opening towards the assembly side. The main cylinder axis is a central axis of the relay valve cylinder. During operation of the brake modulator, the relay piston performs a stroke movement along the main cylinder axis. The main cylinder axis thus defines a movement path of the relay piston arranged in the relay valve cylinder. The relay piston is slidably received in the relay valve cylinder for performing a stroke movement. The relay valve cylinder preferably includes a cylindrical recess abutting the relay valve cover plate when the relay valve cover plate is (partially) received in the relay valve cylinder. Additionally or alternatively, the relay valve cover plate may include a shoulder for abutting the main body outside the relay valve cylinder, preferably on the assembly side. By abutting the main body, the shoulder prevents movement of the relay valve cover along the main cylinder axis with respect to a first direction away from the assembly side. The relay valve cover plate is preferably fixed to the main body via screws. Alternatively or additionally, the relay valve cover plate may be held in the relay valve cylinder (with respect to a second direction opposite the first direction) by another element of the brake modulator. The relay valve cover plate is then preferably positively fixed in the main body and/or clamped to the main body.
The relay valve may be fully or partially received in the relay valve cylinder. When the main cover is placed on top of the relay valve cover plate (if the main cover and the relay valve cover plate are formed separately), the main cover prevents movement of the relay valve cover plate in the first direction along the main cylinder axis (out of the relay valve cylinder on the opening side).
It shall be understood that the first supply valve cavity, the second supply valve cavity, the first exhaust valve cavity, the second exhaust valve cavity, and the relay valve cylinder are only open towards the assembly side of the main body as long as these cavities and the cylinder are not closed by the main cover and the relay valve cover respectively. Preferably, a first supply valve opening of the first supply cavity, a second supply valve opening of the second supply cavity, a first exhaust valve opening of the first exhaust cavity, a second exhaust valve opening of the second exhaust cavity, and a relay cylinder opening of the relay cylinder are arranged in one opening plane. Preferably, the opening plane is a main dividing plane of the brake modulator. The supply port is preferably formed on the main body.
In a first preferred embodiment of the present disclosure, the relay cover plate is arranged laterally self-centering in the relay valve cylinder. Lateral self-centering is a centering in the radial direction perpendicular to the main cylinder axis. When the relay valve cover plate is arranged self-centering in the relay valve cylinder, it automatically returns to a central position with regard to the relay valve cylinder as long as no external force is provided to the relay valve cover plate. By arranging the relay valve cover plate in a self-centering manner, a correct lateral/radial position of the relay valve cover plate with respect to the relay valve cylinder is ensured. The main cover then does not have to center the relay valve cover plate. It shall be understood, that additional features associated to the relay valve cover plate may be provided to ensure self-centering of the relay valve cover plate in the relay valve cylinder.
Preferably, the relay valve cover plate is centered via a sealing member arranged between the relay valve cover plate and an inner wall of the relay valve cylinder. The inner wall at least partially defines the relay valve cylinder. The sealing member fulfils a double function: As a first function, the sealing member seals the relay valve cylinder towards the assembly side in collaboration with the relay valve cover plate, and as a second function, the sealing member ensures a correct lateral (radial) position of the relay valve cover plate with regard to the relay valve cylinder (self-centering of the relay valve cover plate). Using the sealing member as a self-centering mechanism eliminates the need to provide additional elements providing this function. The design is simplified, since no set screws or other elements are required for centering the relay valve cover plate. Moreover, sealing members are widely available at low cost.
In a further preferred embodiment, the sealing member is an o-ring. When compressed or deformed in a radial direction (perpendicular to a circumferential direction of the o-ring), o-rings try to return to their initial ring shape. The o-ring thereby provides a resetting force that helps in self-centering the relay valve cover plate. The o-ring is preferably provided circumferentially around the relay valve cover plate. When the relay valve cover plate is moved out of a central position, the o-ring is compressed and resets the relay valve cover plate to the central position. It shall be understood that more than one o-ring or other sealing members can provide the self-centering function collaboratively.
Preferably, the relay valve cover plate is held in the relay valve cylinder by the main cover. The relay valve cover plate preferably acts as a relay cylinder end stop and limits the stroke movement of the relay cylinder towards the assembly side (in the second direction). Preferably, the relay valve cover plate is at least partially received in the relay valve cylinder. In other embodiments, the relay valve cover plate may however close the relay valve cylinder without extending into the relay valve cylinder. The main cover is configured to hold the relay valve cover plate in place with respect to the second direction along the main cylinder axis. The main cover prevents the relay valve cover plate from falling out of the relay valve cylinder and/or off of the assembly side. The main cover preferably prevents the relay valve cover plate from being pushed out of the relay valve cylinder by the relay piston. When the main cover holds the relay valve cover plate in the relay valve cylinder, no additional fixing elements need to be provided for the relay valve cover plate.
In a further preferred embodiment, the relay valve cover plate includes a flange portion, wherein the main cover clamps the flange portion to the main body. The flange portion is configured to be arranged between the main cover and the main body, preferably along the main cylinder axis. In the assembled brake modulator, the main cover exerts a clamping force on the relay valve cover plate, which transmits this clamping force to the main body. A friction fit is established between the main cover, the relay valve cover plate and the main body such that the relay valve cover plate is fixed in place. It shall be understood, that the self-centering function may be limited once the relay valve cover plate is clamped to the main body by the friction fit between the main body and the relay valve cover plate. However, the relay valve cover plate can still be clamped in place after assembly and be arranged in a self-centering manner. The relay valve cover plate may however still be understood as arranged in a self-centering manner since it is configured to return to a centered position as soon as the friction fit is released. The self-centering arrangement thus refers to at least the unclamped state. The radial clearance between the relay valve cover plate and the main cover allows for radial expansion and contraction even if the relay valve cover plate is clamped to the main body via the main cover, which prevents leakages during operation. During assembly of the brake modulator, the relay valve cover plate centers itself in the relay valve cylinder in a laterally self-centering manner. The radial clearance ensures that the relay valve cover plate remains in the self-centered position in the relay valve cylinder when the main cover clamps the relay valve cover plate to the main body. Preferably, the flange portion is or includes the shoulder that abuts the main body and prevents movement of the main cover in the second direction.
In an alternative embodiment, the main cover is configured to positively retain the relay valve cover plate in the relay valve cylinder. The relay valve cover plate is then preferably fully received in the relay valve cylinder. By positively retaining the relay valve cover plate in the relay valve cylinder, the relay valve cover plate may still move laterally (in the radial direction) with regard to the main cylinder axis while a movement along the main cylinder axis is prevented through a positive connection. During use of the brake modulator, radial expansion of the main body and/or the relay valve cover plate is compensated. This prevents damages to the brake modulator as well as leakages towards the assembly side. When the relay valve cover plate is arranged laterally self-centering in the relay valve cylinder, the positive retention of the relay valve cover plate allows for continued self-centering of the relay valve cover plate even after the brake modulator has been fully assembled.
It is preferred that the relay valve cover plate and/or the main cover are made from a plastic material, preferably by injection molding. Plastic materials are usually cost effective and therefore well suited for parts produced at high quantities. Injection molding is particularly suited for high quantity production. By forming the relay valve cover plate and/or the main cover from a plastic material, the overall cost of the brake modulator can be reduced. Moreover, plastic materials have good insulating properties. However, the manufacturing accuracies achievable without extensive effort are limited when using plastic materials. The inventors have found that the inventive concept of a relay valve cover plate formed separate from the main cover or integrally formed with the main cover enables the use of plastic materials at reasonable cost. However, cost efficiency is further improved when the relay valve cover plate is formed separate from the main cover. The main cover then includes less tolerance dependencies and is therefore manufacturable with lower tolerances, since it does not have to close the relay valve cylinder. Complexity of the main cover is reduced and it may therefore be produced using a larger variety of plastic materials. Preferably, the main cover and the relay valve cover plate are formed from the same type of plastic material. The relay valve cover plate and the main cover may however also be formed from different materials. Preferably, the main cover and/or the relay valve cover plate are made from one of: polypropylene, polystyrene, polycarbonate, polyamide, polyoxymethylen, acrylonitrile butadiene styrene, polyvinyl chloride.
According to a preferred embodiment, the relay valve cover plate includes a guide portion for guiding the relay piston of the relay valve. The relay piston is movable along the guide portion while the guide portion prevents tilting of the piston while the relay piston performs its stroke. In particular when the relay valve cover plate is arranged in a self-centering manner in the relay valve cylinder, correct guiding of the relay piston can be ensured in a simple manner. No additional guide elements need to be provided. Furthermore, the guide portion ensures correct alignment of the relay piston and the relay valve cover plate when both components are preassembled together prior to being installed to the main body.
Preferably, the first ABS valve unit includes a first ABS solenoid valve for providing a first ABS control pressure for controlling the first ABS supply valve and/or the first ABS exhaust valve dependent on the first ABS control signal, and wherein the second ABS valve unit includes a second ABS solenoid valve for providing a second ABS control pressure for controlling the second ABS supply valve and/or the second ABS exhaust valve dependent on the second ABS control signal. Solenoid valves are controllable via electrical signals and particularly suited for controlling the ABS valves, since solenoid valves generally have a fast reaction time. Owing to the need to control large volume flows and the need for correspondingly large flow cross sections to be opened and closed, the supply valves and the exhaust valves are preferably designed as pneumatically actuable valves.
In a preferred further development, the main cover includes a first ABS control pressure conduit connecting the first ABS supply valve and/or the first ABS exhaust valve to the first ABS solenoid valve, and wherein the main cover includes a second ABS control pressure conduit connecting the second ABS supply valve and/or the second ABS exhaust valve to the second ABS solenoid valve. Via the first pressure conduit and the second pressure conduit, ABS control pressures may be provided from the ABS solenoid valves to the ABS supply valves and/or the ABS exhaust valves. Besides closing of the assembly side, the main cover then further functions as a pressure distribution system or part of such a system.
Preferably, the first ABS supply valve and/or the first ABS exhaust valve are formed as diaphragm valves and the second ABS supply valve and/or the second ABS exhaust valve are formed as diaphragm valves. Diaphragm valves allow for high volume flows while being adapted for fast actuation speeds required for providing an ABS function.
It is further preferred that the brake modulator includes an electric control connection for receiving an electronic brake request and a control solenoid valve for providing a pneumatic brake request to the relay valve dependent on the electronic brake request. The brake modulator is then controllable via electric signals. The electronic brake request may be provided by an electronic control unit and/or an electronic foot brake module. When the electronic brake request is provided by an electronic control unit, the brake modulator is usable for autonomous vehicles. Alternatively or additionally, the brake modulator includes a pneumatic control port for receiving a pneumatic brake request. Such a pneumatic brake request may be provided by a known pneumatic foot brake module or an electro-pneumatic foot brake module.
Preferably, a radial clearance is formed between the relay valve cover plate and the main cover in a radial direction perpendicular to the main cylinder axis, when the relay valve cover plate is formed separate from the main cover. The radial clearance allows the relay valve cover plate to move relative to the main cover as long as no externally provided force (e.g. a clamping force) constricts movement of the relay valve cover. During assembly, the relay valve cover may then be positioned for closing the relay valve cylinder independently from the main cover during assembly. Moreover, the radial clearance prevents warping of the main cover and/or the relay valve cover plate resulting from thermal expansion or contraction. The radial direction is preferably parallel to an opening plane and/or main dividing plane of the brake modulator.
The relay valve may be fully or partially received in the relay valve cylinder. When the main cover is placed on top of the relay valve cover plate, the main cover prevents movement of the relay valve cover plate in the first direction along the main cylinder axis (out of the relay valve cylinder on the opening side), while the main cover at the same time allows for a radial movement of the relay valve cover plate. An interface between the main cover and the relay valve cover plate providing the radial clearance can be easily manufactured resulting in reduced manufacturing cost.
In a second aspect of the present disclosure, the above stated problem is solved by an assembly method for a brake modulator, in particular a brake modulator according to the first aspect of the present disclosure, comprising the steps: Providing a main body; inserting a relay valve into a relay valve cylinder of the main body from an assembly side; inserting a first ABS supply valve into a first supply valve cavity of the main body from the assembly side; inserting a first ABS exhaust valve into a first exhaust valve cavity of the main body from the assembly side; inserting a second ABS supply valve into a second supply valve cavity of the main body from the assembly side, inserting a second ABS exhaust valve in a second exhaust valve cavity of the main body from the assembly side; closing an opening of the relay valve cylinder towards the assembly side with a relay valve cover plate, wherein the relay valve cover plate self-centers in the relay valve cylinder; closing the assembly side of the main body and covering the relay valve cover plate with a main cover, wherein the main cover includes a first supply cover portion, a second supply cover portion, a first exhaust cover portion and a second exhaust cover portion, wherein during assembly the first supply cover portion is at least partially positioned in the first supply valve cavity, the second supply cover portions is at least partially positioned in the second supply valve cavity, the first exhaust cover portion is at least partially positioned in the first exhaust valve cavity and the second exhaust cover portions is at least partially positioned in the second exhaust valve cavity. Preferably, the assembly method further comprises: clamping a flange portion of the relay valve cover plate to the main body with the main cover. The assembly method according to the present disclosure allows for easy assembly of a brake modulator, since the relay valve cylinder is closed in a step prior to closing the assembly side of the main body with the main cover. The relay valve cover plate self-centers in the relay valve cover such that the relay valve cover plate is already correctly positioned when the main cover closes the assembly side. Correct positioning of the main cover is thereby facilitated.
In a third aspect of the present disclosure, the above stated problem is solved by a commercial vehicle comprising a brake modulator according to the first aspect of the present disclosure. The brake modulator preferably is part of a brake system of the commercial vehicle.
It shall be understood that the assembly method for a brake modulator according to the second aspect of the present disclosure, the commercial vehicle according to the third aspect of the present disclosure and the brake modulator according to the first aspect of the present disclosure include similar and identical embodiments which are in particular described in the dependent claims. In so far, reference is made to the above description of the brake modulator according to the first aspect of the present disclosure.
For a more complete understanding of the present disclosure, the present disclosure will now be described in detail with reference to the accompanying drawings. The detailed description will illustrate and describe what is considered as a preferred embodiment of the present disclosure. It should of course be understood that various modifications and changes in form or detail could readily be made without departing from the spirit of the present disclosure. It is therefore intended that the present disclosure may not be limited to the exact form and detail shown and described herein, nor to anything less than the whole of the present disclosure disclosed herein and as claimed herein after. Further, the features described in the description, the drawings and the claims disclosing the present disclosure may be essential for the present disclosure considered alone or in combination. In particular, any reference signs in the claims shall not be construed as limiting the scope of the present disclosure. The wording “comprising” does not exclude other elements or steps. The word “a” or “an” does not exclude the plurality. The wording “a number of” items comprising also the number 1, i.e. a single item, and further numbers like 2, 3, 4 and so forth.
In the accompanying drawings:
A vehicle 200, in particular a commercial vehicle 202, includes a front axle FA and a rear axle RA. For braking the front axle FA and the rear axle RA the vehicle 200 includes a brake system 204. The brake system 204 includes a first brake circuit 206 being a front axle brake circuit 208 for the front axle FA, and a second brake circuit 210 being a rear axle brake circuit 212 for the rear axle RA. Furthermore, the brake system 204 includes a trailer control circuit 214 for providing brake pressures to a trailer (not shown) as well as a park brake circuit 216.
For providing compressed air, the brake system 204 includes a first compressed air supply 218, a second compressed air supply 220 and a third compressed air supply 222. In this embodiment, the first compressed air supply 218 supplies the first brake circuit 206. The second brake circuit 210 is supplied by the second compressed air supply 220, while the third compressed air supply 222 supplies the park brake circuit 216. Moreover, all compressed air supplies are at least indirectly connected to the trailer control circuit 214. In this embodiment all compressed air supplies 218, 220, 222 supply pressurized air at a supply pressure pS. However, compressed air supplies 218, 220, 222 providing different pressure levels are also preferred. For example, a pressure level of the park brake circuit 216 could be lower or higher than respective pressure levels of the first and second brake circuits 206, 210. An air treatment system, which is not shown, provides compressed air to the first, second and third compressed air supplies 218, 220, 222.
Upon actuation by a user, a foot brake valve 224 of the brake system 204 provides a pneumatic front axle brake request RBFA a front axle brake modulator 226. The front axle brake modulator 226 receives the front axle brake request RBFA as well as the supply pressure pS and provides a front axle brake pressure pBFA to front axle brake lines 228a, 228b. The front axle modulator 226 is connected to first and second front axle ABS-modules 230a, 230b, which in turn are connected to front axle brake actuators 232a, 232b. Front wheel speed sensors 234a, 234b are arranged on front wheels 236a, 236b and configured to provide a first wheel speed signal SWS1 and a second wheel speed signal SWS2 to an electronic control unit ECU of the vehicle 200. The ECU is connected to the front axle ABS-modules 230a, 230b and provides front axle ABS control signals SCFA1, SCFA2 to the front axle ABS-modules 230a, 230b. In order to prevent locking of the front wheels 236a, 236b, the front axle ABS-modules alter the front axle brake pressure pBFA supplied to the front axle brake actuators 232a, 232b dependent on the front axle ABS control signals SCFA1, SCFA2 provided by the ECU.
The front axle brake pressure pBFA is further supplied to a trailer control module 240 of the trailer control circuit 214. In order to provide an ABS function for the trailer, the front axle brake pressure pBFA supplied to the trailer control module 240 can be modulated by a trailer ABS-module 238.
The foot brake valve 224 further provides a pneumatic brake request RBP to a brake modulator 1 via a brake request line 242 connected to a control port 3 of the brake modulator 1, when the user actuates the foot brake valve 224. In this embodiment, a rear axle control pressure pCRA supplied to the control port 3 forms the pneumatic brake request RBP. The second compressed air supply 220 provides the supply pressure pS to a supply port 5 of the brake modulator 1 via a supply line 244. The brake modulator 1 provides a first brake pressure pB1 to a first brake channel 7 via a first delivery port 9. In an analogous manner, the brake modulator 1 further provides a second brake pressure pB2 to a second brake channel 11 via a second delivery port 13. The first brake channel 7 is connected to a first rear axle brake actuator 246a and a second rear axle brake actuator 246b arranged for braking a first rear wheel 248a and a second rear wheel 248b respectively on a right side 250 of the vehicle 200. The second brake channel 11 is connected to a third rear axle brake actuator 246c and a fourth rear axle brake actuator 246d for a braking a third rear wheel 248c and a fourth rear wheel 248d on a left side 252 of the vehicle 200 respectively.
For measuring a wheel speed of the rear wheels 248c, 248d rear wheel speed sensors 254a, 254b provide a third wheel speed signal SWS3 and a fourth wheel speed signal SWS4 respectively to the ECU. Based on these wheel speed signals SWS3, SWS4 provided by the rear wheel speed sensors 254a, 254b, the ECU provides a first ABS control signal SC1 and a second ABS control signal SC2 to the brake actuator 1 via ABS control lines 256a, 256b.
The brake modulator 1 further includes an electric control connection 15 connected to the ECU via electronic brake request line 258. Via the electronic brake request line 258 an electronic brake request RBE can be provided from the ECU to the brake modulator 1.
A pressure level of the first brake pressure pB1 provided by the brake modulator 1 depends on the first ABS control signal SC1 and either the pneumatic brake request RBP or the electronic brake request RBE. In an analogous manner the pressure level of the second brake pressure pB2 provided by the brake modulator 2 to the second channel 11 depends on the second ABS control signal SC2 and either the pneumatic brake request RBP or the electronic brake request RBE. In this embodiment, the brake modulator 1 is thus controllable pneumatically and electronically. This allows for fully autonomous or semi-autonomous driving of the vehicle 200. Brake actuators 1 being only controllable via pneumatic brake requests RBP or electronic brake requests RBE are also preferred.
The rear axle brake actuators 246a, 246b, 246c, 246d are formed as tristop-cylinders configured to provide a service brake function as well as a park brake function. Park brake cylinders and service brake cylinders could also be independently formed. When the first brake pressure pB1 is supplied to the first and second rear axle brake actuators 246a, 246b at the first brake channel 7, the service brake portions of the tristop-cylinders are closed for braking right side rear wheels 248a, 248b of the vehicle 200. In an analogous manner, service brake portions of the third and fourth brake actuators 246c, 246d are closed for braking the left side wheels 248c, 248d of the vehicle 200, when the brake modulator 1 supplies the second brake pressure pB2 to the second brake channel 11.
The park brake portions of the rear axle brake actuators 246a, 246b, 246c, 246d are configured for braking the rear axle RA of the vehicle 200 in a non-pressurized state. During a drive of the vehicle 200 a brake release pressure pBR is supplied to the rear axle brake actuators 246a, 246b, 246c, 246d. When the brake release pressure pBR is supplied, spring elements (not shown) of the rear axle brake actuators 246a, 246b, 246c, 246d open and the rear axle RA is ready for driving. The brake release pressure pBR is provided to the park brake portions of the rear axle brake actuators 246a, 246b, 246c, 246d by a hand brake module 260 of the park brake circuit 216. When the user actuates the hand brake module 260, the park brake portions of the rear axle brake actuators 246a, 246b, 246c, 246d are vented and the spring elements apply the brakes to the rear wheels 248a, 248b, 248c, 248d.
While the brake system 204 includes front axle ABS-modules 230a, 230b for providing an ABS brake function that are formed separately of the front axle brake modulator 226, an ABS brake function for the rear axle RA is integrated in the brake modulator 1, which will be described in further detail below.
An embodiment of the main body 17 is shown in
In the assembled brake modulator 1 (shown in
A divider 57 of the main body 17 divides the relay valve cylinder 31 into a piston chamber 59 and a valve chamber 61. A relay piston 63 of the relay valve 45 is slidably received in the piston chamber 59. Portions of the piston chamber 59 arranged on opposite sides of the relay piston 63 are referred to as a control pressure side 65 and a working side 67. The relay piston 63 is slidable along a main cylinder axis A of the relay valve cylinder 31. The main cylinder axis A is defined by an inner wall 64 of the relay valve cylinder 31. The control pressure side 65 receives the rear axle control pressure pCRA and the working side 67 is connected to the first supply valve cavity 33 and the second supply valve cavity 35 for providing the main pressure pM to the first ABS valve unit 47 and the second ABS valve unit 53 respectively.
In
A relay valve return spring 79 of the relay valve 45 is received on the guide element 75 and biases the relay valve member 73 towards a valve seat 81. A fluid communication between the relay valve chamber 61 receiving the supply pressure pS from the supply port 5 and the working side 67 is interrupted by the relay valve member 73 contacting the valve seat 81.
In the exhaust position 69 shown in
In order to supply a main pressure pS to the first brake channel 7 and the second brake channel 11 the relay piston 63 needs to be moved to an at least partially open position. For moving the relay piston 63, the rear axle control pressure pCRA is provided to the control pressure side 65. Since the working side 67 of the relay valve chamber 61 is in fluid communication with the exhaust 25 when the relay piston 63 is in the exhaust position 69, a pressure level on the working side 67 is substantially equal to an environmental pressure level. Therefore a pressure differential between the working side 67 and the control pressure side 65 is established when the rear axle control pressure pCRA is provided to the control pressure side 65. This pressure differential results in a force on the relay piston 63 illustrated by arrow 83. This force resulting from the pressure differential moves the relay piston 63 from the exhaust position 69 towards the relay valve member 73 (downwards with respect to
The force acting on the relay piston 63 persists, since no pressure change has occurred on the working side 67 of the piston chamber 59. The relay piston 63 abutting the relay valve member 73 moves on and the piston shaft 71 thereby pushes the relay valve member 73 against the biasing force of the relay valve return spring 79. The relay valve member 73 separates from the valve seat 81 and establishes a fluid connection between the working side 67 of the piston chamber 59 and the relay valve chamber 61 such that the first supply valve cavity 33 containing the first ABS supply valve 49 and the second supply valve cavity 35 containing the second ABS supply valve 55 respectively are connected to the supply port 5. Through this connection, a main pressure pM is supplied to the first supply valve cavity 33 and the second supply valve cavity 35. However, the pressure level of the main pressure pM is not generally equal to the supply pressure pS, since a pressure drop occurs in the gap formed between the relay valve member 73 and the valve seat 81. The pressure level of the main pressure pM depends on the size of the gap such that a main pressure pM having a low pressure level is established on the working side 67 of the piston chamber 59 immediately after the relay valve member 73 has been removed from the valve seat 81, since the gap is still relatively small.
The pressure differential between the control pressure side 65 and the working side 67 is decreased but still exists such that the relay piston 63 moves further towards a fully open position and increases the size of the gap formed between the relay valve member 73 and the valve seat 81. As the size of the gap increases, the pressure level of the main pressure pM also increases (pressure drop in the gap decreases) until the force resulting from the pressure differential between the working side 67 and the control pressure side 65 equals a biasing force provided by the relay valve return spring 79 and movement of the relay piston 63 is stopped. The pressure level of the main pressure pM therefore depends on the control pressure provided to the control pressure side 65 of the piston chamber 59.
The control pressure may be provided to the control pressure side 65 pneumatically as the rear axle control pressure pCRA or as an electronically controlled rear axle control pressure pCRAE. For providing the electronically controlled rear axle control pressure pCRAE, the brake modulator 1 includes a control solenoid valve 85. The control solenoid valve 85 (cf.
For returning the relay piston 63 to the exhaust position 69, the pneumatic brake request RBP (the rear axle control pressure pCRA or the electronically controlled rear axle control pressure pCRAE) is reduced until it is lower than the main pressure pM on the working side 67. A force (not shown) resulting from the pressure differential moves the relay piston 63 back to the exhaust position 69 (upwards with respect to
During normal operation, the first ABS valve unit 47 supplies the main pressure pS received from the relay valve 45 as the first brake pressure pB1 to the first brake channel 7 via the first delivery ports 9 and the second ABS valve unit 53 analogously supplies the second brake pressure pB2 to the second brake channel 11 via the second delivery ports 13. Under certain conditions, the ABS valve units 47, 53 modulate the first brake pressure pB1 and the second brake pressure pB2 respectively such that the first brake pressure pB1 and the second brake pressure pB2 differ from the main pressure pM supplied by the relay valve 45, in order to prevent locking of the rear wheels 248a, 248b, 248c, 248d. In this embodiment, the first ABS valve unit 47 and the second ABS valve unit 53 are identical in structure, such that their function will be described with regard to the first ABS valve unit 47 in the following.
The first ABS valve unit 47 includes the first ABS supply valve 49 and the first ABS exhaust valve 51, which are formed as a supply diaphragm valve 91 and an exhaust diaphragm valve 93 in this embodiment (
An annular outer supply passage 107 is arranged concentrically with the supply valve seat 97 and connected to the working side 67 of the piston chamber 59 for receiving the main pressure pM (indicated by arrow 89). The central supply passage 95 of the supply diaphragm valve 91 is connected directly to the first supply ports 9 and to an annular outer exhaust passage 109 of the exhaust diaphragm valve 93.
On a side of the supply diaphragm 99 opposite the supply valve seat 97, the supply diaphragm valve 91 includes a supply control chamber 111 into which a first ABS control pressure conduit 113 opens. The first ABS control pressure conduit 113 is (partially) formed in the main cover 19 and connects the supply control chamber 111 to a first ABS solenoid valve 115. An exhaust control chamber 117 arranged on a side of the exhaust diaphragm 105 opposite the exhaust valve seat 103 is connected to the first ABS solenoid valve 115 via a second ABS control pressure conduit 119. The first ABS solenoid valve 115 (
When the respective control chambers 111, 117 are supplied with the diaphragm control pressure pCD, the relevant diaphragm 99, 105 is pressed onto the associated valve seat 97, 103, as a result of which the relevant diaphragm 99, 105 is closed.
The supply diaphragm valve 91 (the first ABS supply valve 49) is of a normally open type. A supply valve spring 121 pushes the supply diaphragm 99 towards the valve seat 97 when no main pressure pM is supplied to the annular outer supply passage 107. However, when the main pressure pM is supplied, a pressure is then supplied from the annular outer supply passage 107 via the central supply passage 95 to the first supply ports 9 as the first brake pressure pB1. When the supply diaphragm valve 91 is fully open, the first brake pressure pB1 substantially equals the main pressure pM supplied by the relay valve 45. The supply diaphragm valve 91 is of a normally closed type that is closed as long as no main pressure pM is provided. However, the supply diaphragm valve 91 may be closed even if the main pressure pM is provided to the outer supply passage 107 by providing the diaphragm control pressure pCD to the supply control chamber 111. The exhaust diaphragm valve 93 is of a normally closed type such that the central supply passage 95 and the annular outer exhaust passage respectively are separated from the cylindrical exhaust passage 101 and the exhaust 25, when no main pressure pM is supplied.
In case the rear wheels 248a, 248b on the right side 250 of the vehicle 200 are locked during operation such that slippage of the respective rear wheels 248a, 248b occurs and a brake effect is reduced, the first ABS solenoid valve 115 switches and supplies the diaphragm control pressure pCD to the supply control chamber 111 and releases pressure from the exhaust control chamber 117. The supply diaphragm 99 is pressed onto the supply valve seat 97 and a fluid communication between the relay valve 45 and the first supply ports 9 is interrupted. At the same time the exhaust diaphragm 105 separates from the exhaust valve seat 103 such that the first supply ports 9 are connected to the exhaust 25 via the annular outer exhaust passage 109 and the cylindrical exhaust passage 101 of the first ABS exhaust valve 51. Separation of the exhaust diaphragm 105 from the exhaust valve seat 103 occurs since the first brake pressure pB1 lifts the exhaust diaphragm 105, preferably against a biasing force provided by an exhaust valve spring. The first brake channel 7 is vented and the brake actuators 246a, 246b associated to the rear wheels 248a, 248b on the right side 250 of the vehicle 200 open. Once the rear wheels 248a, 248b turn again, the first ABS solenoid valve 115 switches back and the first brake pressure pB1 is again supplied to the first brake channel 7. A respective second ABS solenoid valve 116 or multiple second ABS solenoid valves (preferably one for each control chamber) provides the function for the left side 250 of the vehicle 200.
While
To ensure proper sealing of the first ABS supply valve 49, the first ABS exhaust valve 51, the second ABS supply valve 55 and the second ABS exhaust valve, the first supply cover portion 127, the first exhaust cover portion 131, the second supply cover portion 133 and the second exhaust cover portion 135 of the main cover 19 have to be precisely manufactured thereby ensuring secure clamping of the respective diaphragms and preventing leakages from the first supply valve cavity 3, the second supply valve cavity 35, the first exhaust valve cavity 37 and the second exhaust valve cavity 39.
In known brake modulators, the relay valve cylinder is closed by a respective portion of the main cover. To ensure correct alignment of such a main cover with the relay valve cylinder as well as all the ABS valve cavities, the main cover of known brake modulators needs to be manufactured at highest precision resulting in excessive manufacturing cost, the production of scrap parts and assembly problems when the high requirements regarding the positional relationships of the cover portions are not met. In the present disclosure, this problem is circumvented in that the brake modulator 1 includes a relay valve cover plate 137.
The relay valve cover plate 137 is formed separately from the main cover 19 and thereby helps to rise quality in terms of leakage, control quality of the brake modulator 1 and abrasion by simplifying tolerance dependencies. When regarded along the main cylinder axis A, the relay valve cover plate 137 is arranged between the relay piston 63 and the main cover 19. In the present embodiment, the relay valve cover plate 137 is partially inserted in the relay valve cylinder 31. A flange portion 138 formed as a shoulder 139 abuts the main body 17 on the assembly side 27, in particular in the dividing plane 43 (
In a radial direction R perpendicular to the main cylinder axis A, a radial clearance 141 is formed between the main cover 19 and the relay valve cover plate 137. In this embodiment, the relay valve cylinder 31 has a cylindrical shape. The relay valve cover plate 137 has a corresponding round outer contour 143 such that the radial clearance 141 has an annular shape. In other embodiments, for instance when the relay valve cover plate has an angular outer contour, the size of the radial clearance 141 may vary. Before the shoulder 139 of the relay valve cover plate 137 is clamped to the main body 17 via the main cover 19 (by the screws 29), the relay valve cover plate 137 is movable in the radial direction R independently of the main cover 19. In comparison to known one piece constructions, the main cover 17 of the brake modulator 1 according to the present disclosure can be manufactured having lower tolerances, since the relay valve cover plate 137 is provided separately and since misalignments are compensated by the radial clearance 141. The main cover 17 and the relay valve cover plate 137 are therefore producible from plastic materials, preferably by injection molding, resulting in low unit cost.
The relay valve cover plate 137 is arranged laterally self-centering (with respect to the main cylinder axis A) in the relay valve cylinder 31. The relay valve cover plate 137 is arranged such that it centers itself in the relay valve cylinder 31 (on the main cylinder axis A) by laterally moving in the radial direction R before being clamped to the main body 19. The self-centering arrangement further facilitates assembly of the brake modulator 1, since the relay valve cover plate 137 can be inserted in the relay valve cylinder 31 and centers itself.
A sealing member 145 arranged between an outer circumferential surface 147 of the relay valve cover plate 137 and a sealing surface 149 of the relay valve cylinder 31 prevents leakage of pressurized air from the control pressure side 65 of the piston chamber 59 towards the main cover 19. Here, an o-ring 151 forms the sealing member 145. The o-ring 151 further provides the self-centering arrangement of the relay valve cover plate 137. When compressed in the radial direction R, the o-ring 151 is deformed and provides a counter force acting against this deformation. As soon as the force deforming the o-ring 151 is withdrawn, the o-ring 151 returns to its initial ring shape. Thereby the o-ring 151 automatically centers the relay valve cover plate 137 in the relay valve cylinder 31. The self-centering of the relay valve cover plate 137 is thus achieved without the need to provide external centering forces. Since, the main body 17 is preferably made from aluminum, the portion of the inner wall 64 facing the o-ring 151 can be precisely manufactured.
The relay valve cover plate 137 further includes a guide portion 153 extending along the main cylinder axis A. The piston shaft 71 of the relay piston 63 is slidably arranged on the guide portion 153. The guide portion 153 guides the stroke movement of the relay piston 63 from the exhaust position 69 towards the relay valve member 73 and back. Moreover, the guide portion 153 facilitates assembly of the relay valve 45. The relay piston 63 can be assembled together with the relay valve cover plate 137 prior to insertion into the relay valve cylinder 31 of the main body 17. During assembly, the correct orientation of the relay piston 63 is then automatically ensured by the self-centering arrangement of the relay valve cover plate 137.
In another aspect, a brake modulator 1 according to the second embodiment is provided similar to the cut view of the brake modulator 1 of the first embodiment shown in
After insertion of the relay valve 45, the first ABS valve unit 47 and the second ABS valve unit 53 into the main body 17 (steps 302 to 304), the assembly side 27 of the main body 17 is closed by the main cover 19 in a fifth step 305. During this fifth step 305 the main cover 19 covers the relay valve cover plate 137, the first supply cover portion 127 is at least partially positioned in the first supply valve cavity 33, the second supply cover portion 133 is at least partially positioned in the second supply valve cavity 35, the first exhaust cover portion 131 is at least partially positioned in the first exhaust valve cavity 37 and the second exhaust cover portion 135 is at least partially positioned in the second exhaust valve cavity 39. Preferably, the first supply cover portion 127 is centered in the first supply valve cavity 33, the second supply cover portion 133 is centered in the second supply valve cavity 35, the first exhaust cover portion 131 is centered in the first exhaust valve cavity 37 and/or the second exhaust cover portion 135 is centered in the second exhaust valve cavity 39 during the fifth step 305. In a sixth step 306 the main cover 19 is fixed to the main body 17 with the screws 29, whereby the main cover 19 clamps the shoulder 139 of the relay valve cover plate 137 against the main body 19.
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/EP2022/053331 | 2/11/2022 | WO |
