Actuating device for controlling a vehicle, in particular an electronic parking brake device
阅读说明:本技术 用于控制车辆的尤其电子式驻车制动装置的操纵装置 (Actuating device for controlling a vehicle, in particular an electronic parking brake device ) 是由 F·泽曼 于 2018-03-06 设计创作,主要内容包括:本发明涉及一种用于控制车辆、尤其商用车的尤其电子式的驻车制动装置(12)的操纵装置(10),具有至少一个操纵杠杆(14)以及至少一个接收元件(18),操纵杠杆(14)具有至少一个操纵钮(16),操纵杠杆(14)和接收元件(18)以可旋转的方式相互连接并且能绕旋转轴线相对彼此扭转,操纵装置(10)具有至少一个操纵开关状态(S2P)和至少一个松开开关状态(S2D),操纵开关状态(S2P)至少由操纵杠杆(14)沿第一旋转方向(DR1)相对于接收元件(18)的第一旋转运动以及操纵钮(16)的第一操纵引起,松开开关状态至少由操纵杠杆(14)沿第一旋转方向(DR1)相对于接收元件(18)的第二旋转运动以及操纵钮(16)的第二操纵引起,其中,操纵开关状态(S2P)对应于驻车制动装置(12)被操纵并且松开开关状态(S2D)对应于驻车制动装置(12)被松开。(The invention relates to an actuating device (10) for controlling a, in particular electronic, parking brake device (12) of a vehicle, in particular a commercial vehicle, having at least one actuating lever (14) and at least one receiving element (18), the actuating lever (14) having at least one actuating knob (16), the actuating lever (14) and the receiving element (18) being rotatably connected to one another and being rotatable relative to one another about an axis of rotation, the actuating device (10) having at least one actuating switching state (S2P) and at least one release switching state (S2D), the actuating switching state (S2P) being caused at least by a first rotational movement of the actuating lever (14) relative to the receiving element (18) in a first rotational direction (DR1) and by a first actuation of the actuating knob (16), the release switching state being caused at least by a second rotational movement of the actuating lever (14) relative to the receiving element (18) in the first rotational direction (DR1) and by a second actuation of the actuating knob (16) Wherein the manipulation switch state (S2P) corresponds to the parking brake device (12) being manipulated and the release switch state (S2D) corresponds to the parking brake device (12) being released.)
1. Actuating device (10) for controlling a, in particular electronic, parking brake device (12) of a vehicle, in particular a commercial vehicle, having at least one actuating lever (14) and at least one receiving element (18), wherein the actuating lever (14) has at least one actuating knob (16), wherein the actuating lever (14) and the receiving element (18) are connected to one another in a rotatable manner and can be rotated relative to one another about an axis of rotation, wherein the actuating device (10) has at least one actuating switching state (S2P) and at least one release switching state (S2D), wherein the actuating switching state (S2P) is caused at least by a first rotational movement of the actuating lever (14) relative to the receiving element (18) in a first rotational direction (DR1) and by a first actuation of the actuating knob (16), wherein the release switching state is caused at least by the actuating lever (14) relative to the receiving element (18) in a first rotational direction (DR1) And a second manipulation of the manipulation knob (16), wherein the manipulation switch state (S2P) corresponds to the parking brake device (12) being manipulated and the release switch state (S2D) corresponds to the parking brake device (12) being released.
2. The actuating device (10) according to claim 1, characterised in that the actuating device (10) has a trailer test switch state (TT), wherein the trailer test switch state (TT) is caused at least by a third rotational movement of the actuating lever (14) in a first rotational direction (DR1) relative to the receiving element (18), wherein the trailer test switch state (TT) corresponds to a trailer test function of the parking brake device (12).
3. The actuating device (10) according to one of the preceding claims, characterized in that the actuating device (10) has at least one gradual switching state (GRA), by means of which a gradual actuating switching state and/or a gradual release switching state can be set.
4. Operating device (10) according to one of the preceding claims, characterized in that the operating device (10) has at least one first rotation stop (20), at least one second rotation stop (22), at least one radial switch position (RUP) and at least one radial initial position (RAP) arranged along a circular track curve section, wherein the radial initial position (RAP) is arranged on the first rotation stop (20) and the radial switch position (RUP) is arranged on the second rotation stop (22).
5. Operating device (10) according to one of the preceding claims, characterized in that the operating switch state (S2P) is caused by a first operation of the operating knob (16) which takes place as a result of a first rotational movement of the operating lever (14) in a first rotational direction (DR1) from its radial initial position (RAP), if the operating lever (14) is arranged in a radial switching position (RUP) and the commercial vehicle is substantially in a stationary state.
6. Operating device (10) according to one of the preceding claims, characterized in that the release switch state (S2D) is caused by a second manipulation of the operating knob (16) which takes place as a result of a second rotational movement of the operating lever (14) in the first rotational direction (DR1) from its radial initial position (RAP), if the operating lever (14) is arranged in a radial switching position (RUP) and the commercial vehicle is substantially in a stationary state.
7. Operating device (10) according to one of the preceding claims, characterized in that the trailer test switch state (TT) is caused by a third rotational movement of the operating lever (14) in the first rotational direction (DR1) from its radial initial position (RAP) if the operating lever (14) is arranged in the radial switching position (RUP) and the operating device (10) is in the operating switch state (S2P).
8. Operating device (10) according to one of the preceding claims, characterized in that the gradual operating switching state is caused by a fourth rotational movement of the operating lever (14) in the first rotational direction (DR1) starting from its radial initial position (RAP) maximally up to the radial switching position (RUP), if no continuous operation of the operating knob (16) takes place during the fourth rotational movement of the operating lever (14) and the commercial vehicle is substantially in the moving state.
9. Operating device (10) according to one of the preceding claims, characterized in that the gradually released switching state is brought about by a fifth rotational movement of the operating lever (14) in a second rotational direction (DR2) starting from an angular position of the operating lever (14) between a radial initial position (RAP) and a radial switching position (RUP) up to the radial initial position (RAP), wherein the first rotational direction (DR1) is opposite to the second rotational direction (DR2), if no continuous operation of the operating knob (16) takes place during the fifth rotational movement of the operating lever (14) and the commercial vehicle is substantially in the moving state.
10. Operator control device (10) according to one of the preceding claims, characterized in that at least one switch state (S2P, S2D, TT, GRA) of the operator control device (10) can be occupied in relation to at least one further switch state of a further operator control device, in particular a foot pedal, of a service brake device of the commercial vehicle and/or in relation to at least one driving state of the commercial vehicle, in particular the vehicle speed.
11. The actuating device (10) according to one of the preceding claims, characterized in that at least one switch state (S2P, S2D, TT, GRA) can be occupied in relation to the angular position history and the rotational direction history of the actuating lever (14) and the actuating history of the actuating knob (16).
12. Operating device (10) according to claim 11, characterized in that said gradual release switching state can be inhibited as a result of said release switching state (S2D) being occupied until said operating lever (14) is arranged in said radial initial position (RAP).
13. An operating device (10) according to any one of the preceding claims, characterised in that the switch state (S2D, S2P, TT) corresponding to the arrangement of the operating lever (14) in the radial switching position (RUP) can be occupied in a radial region of the radial switching position (RUP).
14. Operating device (10) according to claim 13, characterized in that the end of the radial region facing away from the radial switching position (RUP) is delimited for the rotational movement of the operating lever (14) by an elastic resistance element.
15. Operating device (10) according to one of the preceding claims, characterized in that the operating device (10) comprises at least one illumination device (24) and at least one symbol (26) which display a respective switching state of the operating device and a respective operating state of the electronic parking brake device (12) and/or of the electronic service brake device, wherein the illumination device (24) and/or the symbol (26) are arranged on an operating lever (14) and on a receiving element (18), and wherein the symbol (26) can be illuminated by means of at least one further illumination device.
Technical Field
The invention relates to an actuating device, in particular a tumbler switch, for actuating a, in particular electronic, parking brake device of a vehicle, in particular a commercial vehicle, having at least one actuating lever and having at least one receiving element, wherein the actuating lever has at least one actuating knob, and the actuating lever and the receiving element are rotatably connected to one another.
Background
In the case of continuous electrification of the parking brake of a commercial vehicle, an optional operating device is also used, in particular in combination with an electronic parking brake, since in the future the operating device of an electronic parking brake may be more frequently embodied electrically. On the one hand, therefore, an expensive and complex pneumatic actuating device may be replaced by an electronic actuating device which is structurally simpler to construct, and on the other hand, greater degrees of freedom in terms of its shape (e.g., actuating levers) and operating principle may be created.
Such actuating devices are known from the prior art, with which the operating state of a parking brake device, in particular of the electronic type, can be controlled.
EP 2379386B 1, for example, shows an actuating device for a parking brake of a vehicle, in particular of a commercial vehicle, wherein the actuating device has a service brake provided for driving operation and a parking brake for stopping the vehicle. By means of the parking brake, a first braking action for the vehicle can be generated independently of the braking process of the service brake.
EP 1997700B 1 furthermore discloses an actuating device for a brake system of a vehicle, in particular a commercial vehicle, having a manually actuatable actuating element for actuating a parking brake, which actuating element can be pivoted along a movement path. The operator also has a plurality of switch states: in the first switching state, the braking action of the parking brake is dependent on the deflection of the actuating element along the displacement path. In the second switching state, a full braking action of the parking brake can be provided.
Other manually operable operating devices are known, for example, from WO 2011/039556 a1, CN 203958116U, EP 2468590 a1, EP 2045157 a2, DE 102006041009 a1, DE 102008003379 a1, US 7,373,855B 2, WO 2010/078880 a1, DE 19751431 a1, DE 102006036748 a1, EP 2133247a2, DE 19955797 a1 and EP 2108555 a 2.
Such an actuating device can be complicated on the one hand and cannot be operated intuitively or only with difficulty on the other hand due to the increased number of functional and control possibilities of the electronic parking brake device to be combined.
Disclosure of Invention
The object of the present invention is therefore to improve an operating device of the type mentioned at the outset in an advantageous manner, in particular in such a way that incorrect manipulation of the operating device by the driver of the commercial vehicle is virtually avoided and the operation thereof is more convenient and intuitive.
This object is achieved by an operating device having the features of claim 1. Accordingly, an actuating device for controlling an in particular electronic parking brake device of a vehicle, in particular a commercial vehicle, has at least one actuating lever and at least one receiving element, wherein the actuating lever has at least one actuating knob, the actuating lever and the receiving element are rotatably connected to one another and can be rotated relative to one another about an axis of rotation, wherein the operating device has at least one operating switch state and at least one release switch state, wherein the operating switch state is caused at least by a first rotational movement of the operating lever in the first rotational direction relative to the receiving element and a first actuation of the operating knob, the release switch state is caused at least by a second rotational movement of the operating lever in the first rotational direction relative to the receiving element and a second actuation of the operating knob, wherein the operating switch state corresponds to the parking brake device being operated and the release switch state corresponds to the parking brake device being released.
The invention is based on the basic idea of controlling the operating state, in particular the release switch state and the actuation switch state, of an electronic parking brake device of a commercial vehicle by actuating the actuating knob and by a rotational movement of an actuating lever. The actuating device is in particular designed as a toggle switch. The actuating knob is also designed in particular as a push button. During the development of current manipulators, the fundamental challenge is faced with integrating an increasing number of functions into the manipulator on the one hand and disproportionately complicating their operability on the other hand. This challenge can be met by providing an additional operating knob on the actuating lever. The actuating knob thus makes it possible to actuate and release the electronic parking brake device already as a result of a previously performed rotational movement, so that a simplification can be achieved in this regard with regard to the generation of one or more further switching states by actuating the lever. This offers the advantage, in particular, of greater variability in the assignment of the rotational movement of the actuating lever to the additional switching state respectively caused thereby, since the release and actuation of the electronic parking brake device no longer have to be carried out solely by a pure rotational movement of the actuating lever. The rotary movement of the actuating lever can be in particular a tilting movement or a pivoting movement. Thus, the manipulation style can advantageously be adapted to different frame conditions (e.g. the wishes of the customer, manipulation styles in different regions of the world) respectively. This offers the driver the advantage of a simpler and more intuitive operation of the operating device. Therefore, in the future, malfunctions of the electronic parking brake device, for example, due to driver incorrect operation of the operating device, can be virtually ruled out. Therefore, the overall operation reliability of the electronic parking brake device and the commercial vehicle is greatly improved.
Furthermore, it may be provided that the actuating device has a trailer test switch state, wherein the trailer test switch state is caused at least by a third rotational movement of the actuating lever in the first rotational direction relative to the receiving element, and the trailer test switch state corresponds to a trailer test function of the parking brake device. By setting the further switching state, i.e. the trailer test switching state, a higher functional density of the operating device is achieved without significant complication of the operation. Since the trailer test function is caused by a very similar actuation pattern to the actuation switch state. Due to the functional integration of the trailer test switch states, for example, a further operating device for controlling the trailer test functions can also be dispensed with. All switch states can thus be caused by the operating device, so that the operability of the operating device can be made easier and more intuitive for the driver by setting the trailer test switch states. The trailer test function of the electronic parking brake allows the braking action of the trailer to be completely cancelled in the parked state of the commercial vehicle, so that the braking action of the electronic parking brake is temporarily applied only to the tractor. The purpose of the trailer test function is to check the safety, i.e. to check whether the braking action of the electric parking brake, which is applied only to the tractor, is sufficient to allow the entire commercial vehicle (consisting of tractor and trailer) to be safely parked or stopped. The trailer test function is particularly useful when the commercial vehicle is parked on a grade.
It is further conceivable that the operating device is additionally provided for controlling a service brake device, in particular of an electronic type, of the vehicle, wherein the operating device has at least one extension brake switch state, which corresponds to an extension brake function of the service brake device and/or of the parking brake device. In particular in connection with commercial vehicles, including semitrailers or auxiliary trailers, the provision of an extension brake function by means of the service brake device is particularly important and advantageous in terms of increasing the functional reliability of the commercial vehicle, since the vehicle, which may flex, is straightened and stabilized by braking only the trailer. The extension brake function of the trailer can be controlled both by the parking brake of the commercial vehicle and by its service brake. It is therefore particularly advantageous to adapt the extension brake function to the extension brake switch state of the actuating device, since the functional density of the actuating device can be increased again. On the other hand, since both the rotational movement operation by the operating lever and the additional operation by the operating knob are possible, a simple and intuitive operation can be maintained despite the increased functional density.
It is also conceivable for the actuating device to have at least one gradual switching state, by means of which a gradual actuating switching state and/or a gradual release switching state can be set. The gradual manipulation switch state corresponds to gradual manipulation of the electronic parking brake device, and the gradual release switch state corresponds to gradual release of the electronic parking brake device. By means of the gradual switching state, for example, a gradual, i.e., stepped actuation of the electronic parking brake device for braking can be set, which acts on the entire commercial vehicle. The gradual switching state can be set only during driving operation of the commercial vehicle. The gradual or graduated actuation of the electronic parking brake during driving operation is a legal requirement on the one hand and on the other hand makes it possible to supplement the service brake as an auxiliary brake function or emergency brake function. The gradual switching state can therefore be set gradually by the driver depending on the vehicle conditions currently present (e.g. the respective gradient when driving downhill). Integrating this function into the actuating device as well again increases the functional density of the actuating device, wherein the simple and intuitive operability thereof is always maintained on account of the large variability of the correspondence of the switching states caused by the actuating knob and the actuating lever. It can also be provided that a gradual extension brake switching state can be set by a gradual switching state.
It is furthermore conceivable for the actuating knob to be designed as a spring-loaded monostable slide switch or as a bistable slide switch. Especially in the context of a control knob (e.g. a push button) which is rather simple and cannot be actuated, the design as a sliding switch increases the safety in the operation of the entire actuating device. An easy unintentional actuation of the actuating knob may occur, for example, during stepped braking as a result of the actuating knob being actuated subconsciously and regularly, so that the extension brake function is undesirably activated each time. By means of the sliding switch, unintentional operation can be reduced significantly, so that the entire operating device can be operated more intuitively and safely. The overall safety of the utility vehicle can thus also be further increased. It is also conceivable that the operating knob is configured as a spring-loaded monostable or bistable tumbler switch, rocker switch, latch switch, slide switch, rotary switch, multi-stage switch, push-button switch or pull switch.
It is also possible that the actuating device has at least one first rotation stop, at least one second rotation stop, at least one radial shift position and at least one radial starting position, which are arranged along a circular path curve section, wherein the radial starting position is arranged on the first rotation stop and the radial shift position is arranged on the second rotation stop. The first rotation stop advantageously serves to provide a radially defined initial position into which the actuating lever is always automatically reset (in the opposite direction, i.e. the second rotational direction) by means of a torsion spring as a result of a manual rotational movement in the first rotational direction. The second rotation stop is therefore intended to limit the corresponding rotational movement of the actuating lever in the first rotational direction in a radially defined manner, providing a radially defined switching position. In this way, the respective switching state can be brought about more clearly by limiting the respective rotational movement in the first rotational direction in a radially defined manner at the radial switching position. The respective corresponding switching state can also be brought about more clearly by limiting the respective rotational movement in the second rotational direction in a radially defined manner at the radial starting position.
It is also conceivable that the actuation switch state is caused by a first actuation of the actuating knob as a result of a first rotational movement of the actuating lever in a first rotational direction from its radial starting position if the actuating lever is arranged in the radial switching position and the commercial vehicle is essentially in the stationary state. Only the actuating knob is actuated in the radially defined switching position as a result of the first rotational movement of the actuating lever in the first rotational direction, which offers the driver the possibility of a very simple and intuitive generation of the actuating switch state. Providing additional functional conditions, in which the commercial vehicle must be in a standstill, can again increase the operating safety and thus also the vehicle safety. The operating knob may be configured as a spring-loaded monostable or bistable operating knob.
It is also conceivable that the release switch state is caused by a second actuation of the actuating knob as a result of a second rotational movement of the actuating lever in the first rotational direction starting from its radial starting position if the actuating lever is arranged in the radial switching position and the commercial vehicle is essentially in the stationary state. In terms of the release switch state, the actuating knob is actuated at a radially defined switching position as a result of the second rotational movement of the actuating lever in the first rotational direction, which also offers the driver the possibility of very easily generating the release switch state. Due to the additional functional condition that the commercial vehicle must be in a standstill, the operating safety and thus also the vehicle safety can be increased again.
It is furthermore possible that the trailer test switch state is caused by a third rotational movement of the actuating lever in the first rotational direction from its radial starting position if the actuating lever is arranged in the radial switching position and the actuating device is in the actuating switch state. In order to functionally occupy the trailer test switch state in an actuation pattern similar to the actuation switch state for intuitive operation, it is particularly advantageous if the trailer test switch state corresponds to a first rotational movement of the actuation lever and a subsequent actuation of the actuation button in the radial switching position. This fact leads to a simpler and more intuitive operability of the operating device by the driver. Due to the function-related correspondence between the trailer test switch state and the actuation switch state, the occurrence of a trailer test switch state, for example, starting from a release switch state, is also effectively avoided, which is suppressed by the increased vehicle safety.
It is also conceivable that the gradual activation switching state is caused by a fourth rotational movement of the activation lever in the first rotational direction starting from its radial starting position to a maximum up to a radial switching position if no continuous activation of the activation button takes place during the fourth rotational movement of the activation lever and the commercial vehicle is substantially in the movement state. The gradual actuation switch state also corresponds to a gradual or stepped actuation of the electronic parking brake device in the operating state of the commercial vehicle. Due to the gradual actuation, the electronic parking brake is always released to some extent. In the context of the present invention, the gradual actuation of the switching state is therefore to be understood as a gradual increase in the braking action of the electronic parking brake device as a function of the deflection of the actuating lever. By providing the actuating device with gradual actuating switch states, the driver is provided with particularly comfortable control of the gradual or stepped actuation of the electronic parking brake device. Since this switching state can only be assumed in the operating state of the utility vehicle, the operational safety and the vehicle safety are additionally increased overall.
It is additionally conceivable that, if no continuous actuation of the actuating knob takes place during the fifth rotational movement of the actuating lever and the commercial vehicle is substantially in the moving state, the gradually released switching state is brought about by a fifth rotational movement of the actuating lever in the second rotational direction relative to the receiving element, starting from an angular position of the actuating lever between a radial starting position and a radial switching position up to the radial starting position, wherein the second rotational direction is opposite to the first rotational direction. The gradual release switching state thus corresponds to a gradual or stepped release of the electronic parking brake device as a result of the gradual actuation in the operating state of the commercial vehicle. Due to the gradual release, the electronic parking brake is always actuated to a certain extent. In the context of the present invention, a gradual release of the switching state is therefore to be understood as a gradual reduction of the braking action of the electronic parking brake device as a function of the deflection of the actuating lever. By providing the operating device with a gradual release switching state, the driver is provided with particularly comfortable control of the gradual or stepped release of the electronic parking brake device. Since this switching state can be assumed only in the operating state of the utility vehicle, the operational safety and the vehicle safety are increased overall.
It can further be provided that the extension brake function can be proportionally controlled as a function of the sixth rotational movement of the actuating lever. In this connection, the actuating device can have a potentiometer. By means of the potentiometer, in particular, the extension brake function associated with the angular position caused by the rotational movement of the actuating lever can be assigned to the respective extension brake function in a particularly simple manner. This results in an electronic parking brake or service brake extension brake function which is particularly easy to set or meter for the driver. It is also conceivable that the actuation switch state, the release switch state and the trailer test switch state of the actuation lever can be assumed essentially when the commercial vehicle is stationary. This effectively prevents unauthorized causing of the switch state associated with the electronic parking brake device.
It is also conceivable that at least one switching state of the actuating device can be occupied in relation to a further actuating device of the service brake device of the vehicle, in particular at least one further switching state of a foot pedal, and/or in relation to at least one driving state of the vehicle, in particular the vehicle speed.
The correlation between the switching state of the operating device and the switching state of the foot pedal and at least one driving state further increases the vehicle safety. For example, it is conceivable that the actuation switch state, the trailer test switch state and the release switch state of the operating device can only be occupied if the driver actuates the brake pedal and the commercial vehicle is additionally in a standstill state. If the driver does not operate the brake pedal in this situation, he can recognize this by means of a visual, audible and/or tactile signal.
Furthermore, it is possible that at least one switching state can be occupied in relation to the history of the angular position and the history of the rotational direction of the actuating lever and the history of the actuation of the actuating knob. Since various different manipulation histories or frequently repeated manipulation patterns of the manipulation device are introduced, the possibility of erroneous operation by the driver can be further reduced. In addition, the operability can be significantly simplified in that the actuating device in the radial switching position, for example, automatically recognizes whether, for example, the switching state is actuated or released before it is allowed to be occupied.
Furthermore, it is conceivable that the gradual release of the switching state can be prevented as a result of the release of the switching state being occupied until the actuating lever is finally arranged in the radial starting position. If the actuating lever is in the radial switching position when the vehicle is stationary and the driver sets the reset release switch state, the parking brake device is usually released gradually as a result of the rotational movement of the actuating lever to its radial starting position. However, the electronic control unit of the electronic parking brake recognizes this functional discrepancy and inhibits the gradual release of the switching state until the actuating lever is finally arranged in the radial starting position. The safety and intuitive handling of the actuating device can thus be further advantageously improved.
It is also conceivable that the switching state corresponding to the arrangement of the actuating lever in the radial switching position can be occupied in a radial region at the radial switching position. This makes it possible to achieve a significant simplification of the operability during the daily operation of the operating device. This makes it significantly easier to handle the actuating device, since the driver does not have to touch the radial switching position precisely every time the state changes.
Furthermore, it can be provided that the end of the radial region facing away from the radial switching position is limited with respect to the rotational movement of the actuating lever by means of an elastic resistance element. The radial region is delimited by the elastic resistance element and a second rotation stop. The elastic resistance element is arranged on the circular path of movement of the actuating lever and requires a defined force in order to overcome it in both directions of rotation. The elastic resistance element also allows a clear limitation of the radial region, so that the driver always knows exactly when the actuating lever is inside or outside this radial region. These knowledge make it significantly easier for the driver to handle the control device, so that incorrect operation can be further effectively avoided.
It is also conceivable for the operating device to have at least one lighting device and at least one symbol which indicate a respective switching state of the operating device and a respective operating state of the electronic parking brake device and/or the electronic service brake device, wherein the lighting device and/or the symbol are arranged on the operating lever and on the receiving element, and the symbol can be illuminated by means of at least one further lighting device. On the one hand, this makes it possible to more clearly correspond the individual switching states of the actuating device to the respective operating states of the electric parking brake device and the service brake device. On the other hand, it is very important for the simplification of the, in particular manual, operation to visually display the operating state of the electronic parking brake device on the operating device for the driver. Furthermore, it is very important for the simplification, in particular the manual actuation, that the operating state of the electronic parking brake device and/or the service brake device is visually displayed on the actuation device for the driver. It is advantageous, in particular in the case of dark surroundings of a commercial vehicle (for example during night driving), to illuminate the symbol by means of a further illumination device.
For particularly advantageous actuation of the actuating lever by the driver, the corresponding rotary motion in the first direction of rotation is configured as a pull-type rotary motion. In addition, in order to actuate the actuating lever particularly advantageously by the driver, the corresponding rotational movement in the second rotational direction is designed as a pressure-type rotational movement. However, the respective rotational movements in the first and second rotational directions can also be configured in the opposite direction, i.e. as a press-type and a pull-type rotational movement. In connection with this opposite assignment of the respective rotary movement, all radial stops and switching states also have an associated opposite assignment.
Drawings
Further details and advantages of the invention will now be explained in more detail with reference to embodiments shown in the drawings.
The figures show:
FIG. 1 is a schematic perspective view of an embodiment of an actuating device according to the invention and an electronic parking brake device according to the invention, an
Fig. 2 shows another schematic perspective view of the exemplary embodiment of the actuating device according to fig. 1.
Detailed Description
Fig. 1 shows a schematic perspective view of an exemplary embodiment of an
The structural features of the
They are not to be understood as a specific structural design nor as drawn to scale.
The
The
It is also conceivable for the
The
The
The actuating
The actuating
The actuating
In the region of the free end of the actuating
The operating
It is also conceivable that the operating
The
The first whirl-
According to fig. 1, the actuating
The circular track curve section is formed by a corresponding circular groove in the housing (not shown in fig. 1) of the receiving
The radial initial position RAP is arranged on the
Thus, the
According to fig. 1, the operating
The
However, it is equally well possible for the
The function of the
the
Thus, the various operating states of the electronic
The control signals can be processed by an electronic control unit of the electronic
To this end, the
Thus, the actuation switch state S2P is caused by a first rotational movement of the actuating
Accordingly, if actuating
According to fig. 1, the actuation switch state S2P and the release switch state S2D are arranged at the second rotation stop 22 or radial switching position RUP.
Thus, if the actuating
However, the manipulation switch state S2P may be occupied only when the
Thus, if the actuating
However, the release switch state S2D may only be occupied if the
Thus, the manipulation switch state S2P corresponds to the
The first and second actuation of the actuating
After a certain axial actuating travel or axial actuating range is reached, a corresponding switching state of the
However, the
The
Trailer test switch state TT results from a third rotational movement of actuating
Trailer test switch state TT corresponds to a trailer test function of
The trailer test switch state TT results in particular from a third rotational movement of the actuating
However, the trailer test switch state TT can only be assumed if the actuating
If the driver wants to deactivate the trailer test switch state TT again, he transfers the actuating lever into the radial switching position RUP and actuates the actuating knob again.
For safety reasons, the operating switch state S2P, the release shift state S2D and the trailer test switch state TT of the operating
The operating switch state S2P, the release switch state S2D and the trailer test state TT of the operating
Thus, these switch states can only be occupied, for example, if a foot pedal of the electronic service brake device is actuated.
In addition, the switching state corresponding to the arrangement of the operating
For the rotational movement of the actuating
The operating
The gradually-manipulated switch state corresponds to the electronic parking brake device being gradually manipulated, and the gradually-released switch state corresponds to the electronic parking brake device being gradually released.
The gradual actuation of the switching state is brought about by a fourth rotational movement of the actuating
However, the gradual actuation switch state can only be occupied when no continuous actuation of the actuating
Furthermore, the gradual manipulation switch state may only be occupied when the
The gradual release of the switching state is in turn caused by a fifth rotational movement of actuating
However, the gradually released switching state can be occupied only when no continuous manipulation of the
Furthermore, the gradual release switch state may only be occupied when the
Thus, the electronic
The operating
For this purpose, the
However, in addition to the electric service brake of the utility vehicle, in particular of its trailer or semitrailer, the extension brake function can also be carried out additionally by means of the
The extended brake switch state STR is caused by a sixth rotational movement of actuating
Thereby, no extension braking action is generated at the radial initial position RAP, and a maximum extension braking action is generated at the radial switching position RUP.
However, the extended brake switch state STR can only be occupied when a continuous actuation of the actuating
Furthermore, the extended brake switch state STR may be occupied only when the
If the driver wishes to deactivate the extended brake switch state STR again, the driver executes a further rotational movement of the actuating
The rotational movement of the actuating
Furthermore, the rotary movement of the actuating
The abovementioned switch states S2P, S2D, TT, GRA, STR of the
Therefore, these switch states S2P, S2D, TT, GRA, STR can also be occupied in relation to the angular position history and the rotational direction history of the
These switch states S2P, S2D, TT, GRA, STR may therefore be occupied, for example, in relation to the vehicle speed of the commercial vehicle.
In this regard, it is also conceivable that the gradual release of the switching state is prevented by virtue of the occupation of the release switching state S2D until the actuating
In this regard, fig. 2 shows a further schematic perspective view of an embodiment of the handling
According to fig. 2, the actuating
Depending on this angular position of the actuating
In order to pivot or pivot the actuating
In order to be able to automatically displace actuating
The embodiment of the operating
They display the current operating state of the electronic
Thus, for example, it is conceivable for the two
In the case of actuation of the switching state S2P, the
List of reference numerals
10 operating device
12 parking brake device
14 operating lever
16 operating button
18 receiving element
20 first rotation stop
22 second rotation stop
24 lighting device
26 symbol
L-shaped conducting wire
S2P manipulating switch states
S2D Release switch State
DR1 first direction of rotation
DR2 second direction of rotation
TT trailer test switch status
STR extended brake switch state
GRA gradual on-off state
RAP radial home position
RUP radial switch position
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