Pressure-medium-actuated brake system with extended functionality

Abstract

The invention relates to a brake system (1) for a vehicle, at least comprising: a first brake circuit having a first electronic control device (ECU1), at least one first electro-pneumatic pressure modulator (EPM1) and at least one first brake actuator, the at least one first pressure modulator (EPM1) can be electrically controlled primarily by the first electronic control device (ECU1) and can be controlled secondarily by a first control pressure (Stp1) in order to generate a first brake pressure (p11, p12) for the at least one first brake actuator in at least one first brake line (2); a second brake circuit having a second electronic control device (ECU2), at least one second pressure modulator (EPM2) and at least one second brake actuator, the at least one second pressure modulator (EPM2) being mainly electrically controllable by the second electronic control device (ECU2) and being secondarily controllable by a second control pressure (Stp2), the first control pressure (Stp1) is at least associated with the second brake pressure (p21, p22) and / or the second control pressure (Stp2) is at least associated with the first brake pressure (p11, p12) in order to generate a second brake pressure (p21, p22) for the at least one second brake actuator in the at least one second brake line (6), the first control pressure (Stp1) being at least associated with the second brake pressure (p21, p22) and / or the second control pressure (Stp2) being at least associated with the first brake pressure (p11, p12). According to the invention, at least one first pressure control valve (PCV1) is provided in the first brake line (2), which is designed to modulate the first brake pressure (p11, p12) as a function of a first electrical signal (S1), and / or at least one second pressure control valve (PCV2) is provided in the second brake line (6), which is designed to modulate the first brake pressure (p11, p12) as a function of a second electrical signal (S1). The second pressure control valve is designed to modulate the second brake pressure (p21, p22) as a function of a second electrical signal (S2), the first electrical signal (S1) and / or the second electrical signal (S2) being generated by at least one function carried out in at least one electronic control device (ECU1, ECU2).

Description

TECHNICAL FIELD

[0001] The invention relates to a pressure medium operated and at least partially electronic brake system for a vehicle, in particular a utility vehicle, according to the preamble of claim 1. The invention also relates to a vehicle having such a brake system according to claim 19. BACKGROUND

[0002] A brake system of this kind is known from DE 10 2005 062 907 B3. Therein, a pressure medium operated brake system is disclosed, which comprises at least one first brake control circuit and a second brake control circuit, and at least two brake force generating devices, each of which is supplied with pressure medium by a respective brake actuator. When one brake control circuit or a brake actuator of one brake control circuit has an electrical fault, the controller of the remaining functionally intact brake control circuit can operate the still functioning brake actuator of the failed control circuit using its brake pressure as control pressure. SUMMARY

[0003] It is an object of the invention to provide a brake system having an expanded functionality compared thereto. Also, a vehicle having such a brake system should be provided.

[0004] According to the invention, this object is solved by the features of claim 1 and 19.

[0005] The invention is based on a pressure medium operated and at least partially electronic brake system for a vehicle, in particular a utility vehicle, comprising at least:

[0006] a) a first brake circuit having a first electronic control device, at least one first electro-pneumatic pressure modulator and at least one first brake actuator, which brakes a first vehicle wheel, wherein the at least one first pressure modulator can be controlled electrically mainly by the first electronic control device and can be controlled secondarily, in particular pneumatically, by a first control pressure, in order to generate a first brake pressure for the at least one first brake actuator in at least one first brake line;

[0007] b) a second brake circuit having a second electronic control device, at least one second pressure modulator and at least one second brake actuator, which brakes a first vehicle wheel, wherein the at least one second pressure modulator can be controlled electrically mainly by the second electronic control device and can be controlled secondarily, in particular pneumatically, by a second control pressure, in order to generate a second brake pressure for the at least one second brake actuator in at least one second brake line; wherein

[0008] c) the first control pressure is at least associated with the second brake pressure, and / or

[0009] d) the second control pressure is at least associated with the first brake pressure.

[0010] "the first control pressure is at least associated with the second brake pressure" can mean that the first control pressure essentially corresponds in its magnitude to the second brake pressure or is derived in any way from the second brake pressure, for example by means of a pressure flow amplification by means of a relay valve. "the second control pressure is at least associated with the first brake pressure" can mean that the second control pressure essentially corresponds in its magnitude to the first brake pressure or is derived in any way from the first brake pressure, for example by means of a pressure flow amplification by means of a relay valve.

[0011] In other words, the (modulated) brake pressure of one brake circuit forms the basis for a control pressure, which can then be used for a secondary control of another brake circuit, for example in the event of a failure of the electrical control device of the other brake circuit. An advantageous redundancy is thereby achieved.

[0012] The brake device is in particular an electronic-pneumatic service brake device and preferably comprises components of an electronic brake system (EBS). The first brake circuit and the second brake circuit are in particular axle brake circuits, i.e. they each control the wheel brakes of at least one axle.

[0013] The invention is characterized in that:

[0014] e) at least one first pressure control valve in the first brake line, which is configured for modulating the first brake pressure as a function of the first electrical signal, and / or

[0015] f) at least one second pressure control valve in the second brake line, which is configured for modulating the second brake pressure as a function of the second electrical signal (S2); wherein

[0016] g) the first electrical signal and / or the second electrical signal is generated by at least one function implemented in at least one electronic control device.

[0017] The first pressure control valve and / or the second pressure control valve can in particular be configured as an anti-lock braking system (ABS) pressure control valve for progressively maintaining, increasing and decreasing the brake pressure. In particular, the first electrical signal and / or the second electrical signal can also be a pulse width modulation signal. Furthermore, the first electrical signal can be an original first electrical signal and the second electrical signal can be an original second electrical signal, which have been generated in the assigned first or second brake circuit, respectively; or it can also be a first alternative electrical signal for the first electrical signal and a second alternative electrical signal for the second electrical signal, which have been generated by the electronic control device of the respective other brake circuit, in particular only for the case of a backup.

[0018] With the first pressure control valve, it is possible to modulate the first brake pressure generated by the first pressure modulator on the basis of the first control pressure at least associated with the second brake pressure. In a similar manner, the second pressure control valve makes it possible to modulate the first brake pressure generated by the second pressure modulator on the basis of the second control pressure at least associated with the first brake pressure. This modulation of the brake pressure in one brake circuit, in which the main electrical control device is defective, makes it possible to expand the brake device by at least one function.

[0019] For example, this function can be configured and set up for controlling or regulating the first brake pressure and / or the second brake pressure. In other words, even if the main electrical control of the brake circuit assigned to the brake actuator of a wheel or axle is defective, it is possible to individually modulate the brake pressure at one wheel or one axle by means of the relevant pressure control valve. The control output of the first signal and / or the second signal for controlling the relevant pressure control valve is then effected by a function implemented in the (intact) electronic control device. In particular, this function can include a brake pressure control in relation to the axle load (axle load), an anti-lock braking system (ABS), a drive slip regulation (ASR) and / or a driving dynamics regulation (ESP), a processing or conversion of a (brake request) signal representing a target deceleration, and / or a driving assistance function, such as adaptive cruise control (ACC), emergency brake assist, etc., without this list being exhaustive.

[0020] In particular, for this at least one function can be implemented both in the first electronic control device and in the second electronic control device. By this measure, further control and regulation possibilities of the brake device are obtained, in particular in the case of a backup, since even in the event of a malfunction or failure of one of the two electrical control devices, the first and second pressure control valves can still be actuated by the respective intact electronic control device by means of the first and second signals, in particular by means of the at least one function implemented there, respectively.

[0021] The function can thus be implemented in particular in the first electronic control device and / or in the second electronic control device or in the third control device. Advantageously, the at least one function is implemented in the first electronic control device and in the second electronic control device, so that in the event of failure of one of the electronic control devices, the correspondingly intact other electronic control device is able to modulate the brake pressure of the correspondingly electrically failed brake circuit in the sense of the at least one function by means of the associated pressure control valve.

[0022] It is particularly preferred that the at least one first pressure control valve can be controlled or regulated by a first signal generated by the first electronic control device and by a first signal generated by the second electronic control device. Here, the first signals can be generated in parallel by the first electronic control device and by the second electronic control device, respectively. It is also conceivable here that one of the two generated first signals is disabled depending on the functional capability of the two brake circuits.

[0023] In particular, the first signals can control the input of the first pressure control valve depending on the functional capability of the two brake circuits or by the first electronic control device or by the second electronic control device.

[0024] This can mean that the at least one first pressure control valve can be controlled or regulated (in particular only) by the first signal generated by the first electronic control device in the normal case, i.e. in the case of intact main electrical control of the first pressure modulator or of the first brake circuit, and (preferably only) by the first signal generated by the second electronic control device in the backup case.

[0025] It is furthermore preferred that the at least one second pressure control valve can be controlled or regulated by a second signal generated by the first electronic control device and by a second signal generated by the second electronic control device.

[0026] Here, the second signals can be generated in parallel by the first electronic control device and by the second electronic control device, respectively. It is also conceivable here that one of the two generated second signals is disabled depending on the functional capability of the two brake circuits.

[0027] In particular, the second signals can control the input of the second pressure control valve depending on the functional capability of the two brake circuits or by the first electronic control device or by the second electronic control device.

[0028] This can mean that the at least one second pressure control valve can be controlled or regulated (in particular only) by the second signal generated by the second electronic control device in the normal case, i.e. in the case of intact main electrical control of the second pressure modulator or of the second brake circuit, and (preferably only) by the second signal generated by the first electronic control device in the backup case.

[0029] Therefore, in order to avoid a competition or rather a conflict between two (first or second) control signals for at least one (first or second) pressure control valve which are output in parallel by two electronic control devices, the first and second electronic control devices are preferably configured for: (especially only) in normal situations, i.e. in case of intact main electrical control of the (first or second) brake circuit, the (first or second) control signal of the (first or second) electronic control device which is assigned to the (first or second) brake circuit is active or made active, without a (first or second) control signal being generated or the generated (first or second) signal being suppressed by the electronic control device which is assigned to the respective other (first or second) brake circuit.

[0030] For backup situations, i.e. in case of a failure or a determined failure of the main electrical control of the first or second brake circuit, the first and second electronic control devices are preferably configured for: (especially only at this time) a (first or second) control signal is generated or made active by the (first or second) electronic control device which is assigned to the respective other brake circuit.

[0031] Furthermore, the master-slave relationship between the first electronic control device and the second electronic control device with regard to the generation of the first signal and / or the second signal can be determined or determined, especially at the time of the ignition-on of the vehicle. In this master-slave relationship, it is regulated which of the two electronic control devices generates or does not generate the first signal and / or the second signal.

[0032] The at least one first pressure control valve is preferably assigned to the first brake circuit, as it modulates the first brake pressure, although it can be actuated by the second electronic control device of the second brake circuit by means of the second signal, for example. Likewise, the at least one second pressure control valve is preferably assigned to the second brake circuit, as it modulates the second brake pressure, although it can be actuated by the first electronic control device of the first brake circuit by means of the first signal, for example.

[0033] Therefore, in backup situations, i.e. when the main electrical control fails in one brake circuit, the actuation of the at least one pressure control valve is carried out by the respective remaining intact (first or second) electronic control device in the other brake circuit, for example.

[0034] In normal situations, i.e. in case of intact main electrical control of both brake circuits, the at least one first pressure control valve is preferably actuated by the first electronic control device of the first brake circuit by means of the first signal in order to modulate the first brake pressure; the at least one second pressure control valve is actuated by the second electronic control device of the second brake circuit by means of the second signal in order to modulate the second brake pressure.

[0035] Thus, if pressure control valves are already present in the brake lines between the pressure modulators and the brake actuators in the brake system, these pressure control valves can advantageously be considered for implementing the application.

[0036] According to an expansion, in the brake system there can be:

[0037] a) at least one first wheel speed sensor is provided and configured to detect a first wheel speed of a first wheel braked by a first brake actuator; and / or

[0038] b) at least one second wheel speed sensor is provided and configured to detect a second wheel speed of a second wheel braked by a second brake actuator.

[0039] The function can then preferably be configured and set up to: the function

[0040] a) generates a first electrical signal from the detected first wheel speed and / or from the detected second wheel speed; and / or

[0041] b) generates a second electrical signal from the detected first wheel speed and / or from the detected second wheel speed.

[0042] For example, if the function comprises an anti-lock function (ABS), a drive slip regulation (ASR) and / or a driving dynamics regulation (ESP) and / or a driving assistance function, the detection of the first and / or second wheel speed is required for implementing the function by means of the first pressure control valve and / or the second pressure control valve.

[0043] According to a particularly preferred embodiment, there can be:

[0044] a) at least one first wheel speed sensor generates a first wheel speed signal from the first wheel speed and feeds it to the second electronic control device; and / or

[0045] b) at least one second wheel speed sensor generates a second wheel speed signal from the second wheel speed and feeds it to the first electronic control device.

[0046] There can also be:

[0047] a) the second electronic control device generates a first signal from the first wheel speed signal; and / or

[0048] b) the first electronic control device generates a second signal from the second wheel speed signal.

[0049] In other words, for example, the wheel rotational speed detection is carried out by the first and second wheel rotational speed sensors, and the actuation of the first and second pressure control valves with respect to the first and second brake circuits also takes place in an interchangeable manner. Thus, in the event of a backup, i.e. when the main electrical control fails in one brake circuit, the electronic control device of the brake circuit that is still functioning electrically can still set the brake pressure in the brake circuit that has failed electrically, for example radially individually, in dependence on the wheel rotational speed of the brake circuit that has failed electrically, in order to implement functions that are dependent on the wheel rotational speed, such as an anti-lock function (ABS), a drive slip regulation (ASR) and / or a driving dynamics regulation / electronic stability program (ESP), for example, on these wheels.

[0050] In particular, the first electronic control device can electrically control the at least one first pressure modulator and / or the second electronic control device can electrically control the at least one second pressure modulator in dependence on a signal that represents a target deceleration, which signal has been generated or is generated by a brake value-giving device that can be actuated by the driver of the vehicle, an automatic cruise system or a driving assistance system.

[0051] It is particularly preferred that:

[0052] a) the first pressure modulator can be configured as a single-channel or multi-channel pressure regulation module, which regulates the first brake pressure to a first target brake pressure that is dependent on the target deceleration; and / or

[0053] b) the second pressure modulator can be configured as a single-channel or multi-channel pressure regulation module, which regulates the second brake pressure (p2) to a second target brake pressure that is dependent on the target deceleration.

[0054] Such a pressure regulating module is known per se and comprises an integrated electronic control device which operates an integrated inlet-outlet valve combination to generate a control pressure for an equally integrated relay valve which thus controls the brake pressure input into an attached brake line from a supply pressure fed by an attached compressed air supply. The brake pressure is measured by an integrated pressure sensor and transmitted to the integrated electronic control device which thus operates the inlet-outlet solenoid valve combination to compensate any deviations from a target brake pressure which is pre-given to the integrated electronic control device by an electrical signal from the outside according to a target deceleration (zsoll). As a compensation for a failure of the main electrical control, a secondary pneumatic control of the pressure regulating module is provided in such a way that an integrated backup solenoid valve, which previously prevented a pneumatic control pressure for the integrated relay valve by occupying its blocking position, automatically switches to its conducting position by a power failure, whereupon the pneumatic control pressure on the relay valve can become effective to generate a brake pressure from the control pressure. In a multi-channel pressure regulating module, the above-mentioned components exist for each channel, which are for example integrated in a common housing.

[0055] In the present invention, this control pressure for the relay valve, i.e. for the secondary control of the pressure regulating module, is formed from the brake pressure of the respective brake circuit which remains intact or from a pressure which is at least associated with this brake pressure, as has been explained above. In this respect, the present invention also makes use of the properties of a conventional pressure regulating module as a pressure modulator.

[0056] It goes without saying that instead of such a pressure regulating module, any other electrically and pneumatically controllable pressure modulator can also be used, for example an electrically and pneumatically controllable relay valve.

[0057] In the brake device, it is also possible that:

[0058] a) the first electronic control device is integrated into the first pressure modulator and / or

[0059] b) the second electronic control device is integrated into the second pressure modulator.

[0060] Preferably, in order to improve the failure safety of the brake device, at least the components of the first brake circuit are supplied with electrical energy by a first electrical energy source and at least the components of the second brake circuit are supplied with electrical energy by a second electrical energy source which is independent of the first electrical energy source (Power1).

[0061] A communication connection between the first electronic control device and the second electronic control device can also be provided, for example for the purpose of external monitoring of the first electronic control device by the second electronic control device and / or vice versa. It is also conceivable that a fault or failure signal generated by the electronic control device in question, for example in the context of self-monitoring, involving a fault or failure of the electronic control device, is transmitted to the respective intact electronic control device, so that the intact electronic control device, for example in accordance with the transmitted fault or failure signal, generates the first or second control signal for the first or second pressure control valve, as described above, (only) then.

[0062] In the brake device, it is also possible that:

[0063] a) a first control line extends between at least one first pressure output of the first pressure modulator, on which the first pressure modulator outputs a first brake pressure control into a first brake line, and a second control input of the second pressure modulator, in which first control line at least one section for conducting a first control pressure is configured; and / or

[0064] b) a second control line extends between at least one second pressure output of the second pressure modulator, on which the second pressure modulator outputs a second brake pressure control into a second brake line, and a first control input of the first pressure modulator, in which second control line at least one section for conducting a second control pressure is configured.

[0065] In the first control line and / or the second control line, it is also possible, in particular, to influence or change (for example, in particular, to temporarily increase, decrease, block or maintain) the first brake pressure and / or the second brake pressure in order to generate the first control pressure and / or the second control pressure, for example by means of a valve assembly arranged there, in particular an electromagnetic valve assembly.

[0066] In order to improve the failure safety of the brake device, it is also possible that:

[0067] a) the first pressure modulator has at least two first pressure outputs, on which the first pressure modulator outputs a first brake pressure control into a respective first brake line, and a first select-high valve is provided, which transmits the greater of the two first brake pressures to the second control input of the second pressure modulator; and / or

[0068] b) the second pressure modulator has at least two second pressure outputs, on which the second pressure modulator outputs a second brake pressure into the respective second brake line, and a second high selector valve, which transmits the greater of the two second brake pressures to the first control input of the first pressure modulator.

[0069] Thus, if the output of one of the two brake pressures cannot or can not be controlled by the pressure modulator to a sufficient extent, the respective correctly controlled brake pressure can form the basis for the output of the first or second control pressure.

[0070] Furthermore, a Select-High-ABS can also be implemented between the first brake circuit and the second brake circuit, since the greater brake pressure generated on the vehicle side with the greater lane adhesion coefficient is considered as the basis for the control pressure of the respective other brake circuit.

[0071] The brake device can also comprise a trailer control module, which

[0072] a) is controlled electrically by the first electronic control device or the second electronic control device, and / or

[0073] b) is controlled by the first brake pressure or the second brake pressure, and / or

[0074] c) is controlled by the first control pressure (Stp1) and / or the second control pressure (Stp2).

[0075] The trailer control module can in particular be implemented with or without integrated control electronics and outputs a trailer brake pressure control to the coupling "brake". In the case of integrated control electronics and integrated pressure sensors, a regulation of the trailer brake pressure can also be implemented.

[0076] Preferably, the trailer control module is controlled electrically by the first electronic control device and / or the second electronic control device in normal operation and is controlled pneumatically, in particular by the first brake pressure and / or the second brake pressure, in the event of a failure.

[0077] In a first failure case in which the first brake circuit fails electrically, the first brake pressure is generated from the first control pressure, which is at least associated with the second brake pressure. Thus, even when the first brake circuit fails electrically, a pneumatic control of the trailer control module can be ensured by the first brake pressure.

[0078] On the other hand, in a second backup case of the second brake circuit electric failure, the trailer control module can also control in a pneumatic manner by means of the second brake pressure, since the second brake pressure is generated depending on a second control pressure, which is at least associated with the first brake pressure. Thus, a multi-circuit trailer brake control can also be realized with the present application.

[0079] The present application also relates to a vehicle, in particular a commercial vehicle, having the above brake device. The vehicle can in particular be at least partially self- controlled or fully self-controlled. BRIEF DESCRIPTION OF DRAWINGS

[0080] In the following, embodiments of the present application are illustrated in the drawings and explained in detail in the following description. Shown in the drawings are:

[0081] Figure 1 a schematic connection diagram of a preferred embodiment of a brake device according to the present application, in particular for a commercial vehicle according to the present application, here for example a two-axle commercial vehicle, which is an electronic-pneumatic service brake device here and in particular also comprises an electronic brake system (EBS).

[0082] Figure 2 a schematic connection diagram of another preferred embodiment of a brake device according to the present application, in particular for a commercial vehicle according to the present application, here for example a two-axle commercial vehicle, which is an electronic-pneumatic service brake device here and in particular also comprises an electronic brake system (EBS).

[0083] Figure 3 a schematic connection diagram of another preferred embodiment of a brake device according to the present application, in particular for a commercial vehicle according to the present application, here for example a two-axle commercial vehicle, which is an electronic-pneumatic service brake device here and in particular also comprises an electronic brake system (EBS).

[0084] Figure 4 a schematic connection diagram of another preferred embodiment of a brake device according to the present application, in particular for a commercial vehicle according to the present application, here for example a two-axle commercial vehicle, which is an electronic-pneumatic service brake device here and in particular also comprises an electronic brake system (EBS). Figure 1 a schematic connection diagram of another preferred embodiment of a brake device according to the present application, in particular for a commercial vehicle according to the present application, here for example a two-axle commercial vehicle, which is an electronic-pneumatic service brake device here and in particular also comprises an electronic brake system (EBS). DETAILED DESCRIPTION

[0085] Figure 1 a schematic connection diagram of a preferred embodiment of a brake device according to the present application, in particular for a commercial vehicle according to the present application, here for example a two-axle commercial vehicle, which is an electronic-pneumatic service brake device here and in particular also comprises an electronic brake system (EBS).

[0086] The brake device 1 comprises a first brake circuit, here for example a front axle brake circuit for a front axle 20, which has a first electronic control unit ECU1, here for example a single-channel first electronic-pneumatic pressure regulating module EPM1, and has on the left and right wheels of the front axle each one first brake actuator, here not shown, which is embodied for example as a pneumatic wheel brake cylinder, and two first pressure control valves PCV1 in the first brake lines 2 between each one first pressure output 3 of the first pressure regulating module EPM1 and the associated brake actuator. The two first brake lines 2 each conduct a first brake pressure p11, p12, which is output by the first pressure regulating module EPM1 controlled, from the two first pressure outputs 3 of the first pressure regulating module EPM1 into the first brake actuators, which can then be modulated side by side, i.e. here wheel-individually, by the associated first pressure control valve PCV1, in particular in the sense of processing or converting a given target deceleration zsoll, and / or in the sense of a driving dynamics regulation, such as an anti-lock brake system (ABS), an anti-slip regulation (ASR) and / or an electronic stability program (ESP), and / or in the sense of a driving assistance function.

[0087] The first pressure regulating module EPM1 is primarily, i.e. under normal circumstances, electrically controlled by the first electronic control unit ECU1, and secondarily, i.e. under backup circumstances, controlled by a first control pressure Stpl, in order to generate the first brake pressures p11, p12 in the first brake lines 2.

[0088] The first pressure regulating module EPM1 is supplied with compressed air by a first compressed air supply 22, which then also forms part of the front axle brake circuit, via a first supply line 4. Furthermore, the first pressure regulating module EPM1, the two first pressure control valves PCV1 and the first electronic control unit ECU1 are supplied with electrical energy by a first electrical energy supply Powerl. The first brake pressures p11 and p12, which are output controlled by the first pressure regulating module EPM1, can be modulated side by side or wheel-individually by the first pressure control valves PCV1 arranged in the first brake lines 2, in particular in the sense of a driving dynamics regulation, such as an ABS, an ASR and / or an ESP, and / or in the sense of a driving assistance function. For this purpose, the first pressure control valves PCV1 can be actuated by the first electronic control unit ECU1 by means of a signal S1 sent via a first signal line 13.

[0089] The brake device 1 further comprises a second brake circuit, here for example a rear axle brake circuit for the rear axle 30, which has a second electronic control unit ECU2, has a second pressure regulating module EPM2, here for example embodied as a two-channel pressure regulating module, and has two second brake actuators, here not shown, for example embodied as pneumatic wheel brakes, on the left and right wheels of the rear axle. The pneumatic wheel brakes on the rear axle 30 can be combined with the spring-energized brake cylinders of the parking brake device in order to together form a combined cylinder.

[0090] The second pressure regulating module EPM2 is primarily electrically controlled by the second electronic control unit ECU2 and secondarily controlled by a second control pressure Stp2 in order to generate a second brake pressure p21 and p22 for the second brake actuators in the second brake lines 6 leading from the two second pressure outputs 5, respectively, wherein the second brake pressures p21 and p22 can be controlled or regulated laterally, i.e. per side or per wheel individualized, due to the two-channel embodiment of the second pressure regulating module EPM2. Independently thereof or additionally, the second brake pressures p21 and p22 controlled by the second pressure regulating module EPM2 can also be modulated laterally or per wheel individualized by second pressure control valves PCV2 arranged in the second brake lines 6, likewise in the sense of a driving dynamics regulation, such as ABS, ASR and / or ESP, and / or in the sense of a driving assistance function. To this end, the second pressure control valves PCV2 can be actuated by the second electronic control unit ECU2 by means of a signal S2. The two second brake lines 6 extend from the two second pressure outputs 5 of the second pressure regulating module EPM2 up to the second brake actuators, wherein a second pressure control valve PCV2 is arranged in the second brake line 6, respectively.

[0091] The second pressure regulating module EPM2 is supplied with compressed air by a second compressed air supply 21 via a second supply line 7, which compressed air supply thus also forms a component part of the rear axle brake circuit. Furthermore, the second pressure regulating module EPM2, the two second pressure control valves PCV2 and the second electronic control unit ECU2 are supplied with electrical energy by a second electrical energy supply power2, which is independent of the first electrical energy supply power1.

[0092] The first and second electronic control devices ECU1 and ECU2 communicate, for example, via a communication device 8. For example, the first electronic control device ECU1 and the second electronic control device ECU2 are each provided with a self-monitoring function in such a way that, upon detection of a fault or failure of the associated electronic control device ECU1 or ECU2, a fault signal or failure signal is transmitted to the electronic control device ECU1 or ECU2 that remains intact, which then, in the resulting back-up situation, can further execute the measures described below. The communication device 8 can be formed, for example, by a CAN data bus, on which further electronic control devices or components can also be attached. For example, in the case of a service brake, such a component can generate a brake request signal that can be received and processed both by the first electronic control device ECU1 and by the second electronic control device ECU2.

[0093] Here, for example, a first control line 10 extends between one of the two second pressure outputs 5 of the second pressure regulating module EPM2 or one of the two second brake lines 6 and the first pneumatic control input 9 of the first pressure regulating module EPM1, which is provided for the secondary pneumatic control of the first pressure regulating module EPM1 and is connected to an integrated back-up solenoid, which then, for example, controls one of the two second brake pressures p21 and p22 output by the second pressure regulating module EPM2 here, for example, unchanged and directly as a first control pressure Stp1 into the first pneumatic control input 9 of the first pressure regulating module EPM1. Here, the associated second pressure output 5 can be any one of the two second pressure outputs 5 of the second pressure regulating module EPM2, so that, for example, any one of the two brake pressures p21 and p22 is controlled here, for example, unchanged and directly as a control pressure Stp1 for the first pressure regulating module EPM1.

[0094] Similarly, for example, a second control line 12 can extend between one of the two first pressure outputs 3 of the first pressure regulating module EPM1 or one of the two first brake lines 2 and the second pneumatic control input 11 of the second pressure regulating module EPM2, which is provided for the secondary pneumatic control of the second pressure regulating module EPM2 and is connected to an integrated back-up solenoid, which then, for example, controls one of the two first brake pressures p11, p12 output by the first pressure regulating module EPM1 here, for example, unchanged and directly as a second control pressure Stp2 into the second pneumatic control input 11 of the second pressure regulating module EPM2.

[0095] Furthermore, here at least one function as software, by means of which the first brake pressures pi 1 and pi 2 can be controlled or regulated laterally or individually per wheel by means of the first pressure control valve PCV 1 and the second brake pressures p21 and p22 can be controlled or regulated laterally or individually per wheel by means of the second pressure control valve PCV 2, is implemented redundantly as software both in the first electronic control device ECU 1 and in the second electronic control device ECU 2, for example. This at least one function can include, but is not limited to, for example, axle load-dependent brake pressure control, an anti-lock function (ABS), an anti-slip regulation (ASR) and / or a driving dynamics regulation (ESP) and / or a driving assistance function.

[0096] In order to control or regulate the first pressure control valve PCV 1 by means of the first electronic control device ECU 1 and at the same time also by means of the second electronic control device ECU 2, respectively by means of the first signals S1 and S1 * In order to control or regulate the first pressure control valve PCV 1 by means of the first electronic control device ECU 1 and at the same time also by means of the second electronic control device ECU 2, respectively by means of the first signals S1 and S1

[0097] In the normal case, i.e. in the context of the main electrical control, a brake request signal, which represents or is related to a target deceleration zsoll, is controlled into the first and second electronic control devices ECU 1 and ECU 2, respectively, during the service brake. This target deceleration zsoll can be generated, for example, by a foot brake module, which is not shown here, and which is actuated by the driver, or by an assistance system, for example an adaptive speed regulation (ACC) or an emergency brake assist. The target deceleration zsoll or the brake request signal can also be predefined by an electronic control device of an automatic cruise system (Autopilot). As already mentioned, the component that generates the brake request signal can also be attached to the communication device 8. Alternatively, the brake request signal, which represents the target deceleration zsoll, can also be controlled into only one of the two electronic control devices ECU 1 or ECU 2 and forwarded into the communication device 8, from which the other electronic control device ECU 1 or ECU 2 can then read the brake request signal.

[0098] The first and second electronic control devices ECU1 and ECU2 process the brake request signal and, on the basis thereof, predefine target values for the brake pressure for the first and second pressure regulating modules EPM1 and EPM2, i.e. for the first pressure regulating module EPM1 a (common) first target brake pressure p1soll for the first brake pressures p11 and p12, and for the second pressure regulating module EPM2 second target brake pressures p21soll and p22soll for the second brake pressures p21 and p22. Since the first pressure regulating module EPM1 is configured here, for example, as a single-channel module, the first target brake pressure p1soll is identical for both vehicle sides or, in other words, for the left and right wheels. The second target brake pressures p21soll and p22soll output by the second pressure regulating module EPM2, which is configured as a double-channel module, can differ from one another. Furthermore, the first target brake pressure p1soll can also differ from the second target brake pressures p21soll and p22soll, since these pressures can be predefined differently due to, for example, an existing axle load-dependent brake pressure regulation (ALB) here.

[0099] The two first and second pressure regulating modules EPM1 and EPM2 each comprise an integrated electronic control device in a known manner, which actuates an integrated inlet-exhaust valve combination in order to generate a control pressure for an equally integrated relay valve, which then inputs the first and second brake pressures p1 or, in other words, p21 and p22, resulting from a supply pressure fed by a respectively attached compressed air supply 21 or 22, into the attached first and second brake lines 2, 6.

[0100] The first and second actual brake pressures p1 or, in other words, p21 and p22, output respectively, are measured by means of an integrated pressure sensor respectively and notified to the integrated electronic control device, which then actuates the integrated inlet-exhaust solenoid valve combination in order to compensate for deviations from the first and second target brake pressures p1soll or, in other words, p21soll and p22soll, which are predefinable for the integrated electronic control device by means of an electrical signal respectively in accordance with a target deceleration zsoll respectively. In the double-channel second pressure regulating module EPM2, the aforementioned components exist for each channel respectively; in the single-channel first pressure regulating module EPM1, the aforementioned components exist only once in total and are accordingly, for example, integrated in the same housing.

[0101] Therefore, under normal circumstances, the two pressure regulation modules EPM1 and EPM2 control the input of regulated first and second brake pressures p11, p12, and p21, p22 into the first and second brake circuits 2, 6, and thus into the first and second brake actuators. Under normal circumstances, the second pressure control valve PCV2 is switched to the conducting position by the second electronic control unit ECU2 using the second signal S2. This is because the two-channel embodiment of the second pressure regulation module EPM2 already enables wheel-specific control or regulation of the second brake pressures p21 and p22 at the wheels on the left and right sides of the rear axle, and this is also preferred. However, an embodiment is also possible in which at least one function integrated into the second electronic control unit ECU2, such as a driver assistance function or a vehicle dynamics control function, controls the second pressure control valve PCV2 using the second signal S2.

[0102] Likewise, the backup solenoid valves integrated into the two pressure regulating modules EPM1 and EPM2 are respectively switched to a blocking position under normal circumstances (when energized) to prevent parallel secondary pneumatic control of the first and second pressure regulating modules EPM1 and EPM2.

[0103] If, under normal circumstances, excessive brake slip occurs during service braking, for example at the wheels of the front axle, this can be caused by the brakes arranged on the wheels of the front axle, which are not Figure 1 Not shown but in Figure 4 The wheel speed detected by the first wheel speed sensor 15 shown in the figure determines the ABS function implemented in the first electronic control unit ECU1. In this case, in particular, only the first electronic control unit ECU1 outputs a first signal S1, in particular a pulse-width-modulated signal, to the two first pressure control valves PCV1, so as to control the first brake pressures p11 and p12 by periodically reducing, maintaining and increasing the pressure in such a way that the brake slip at the front wheels is adjusted to a predetermined target brake slip in a wheel-individual manner.

[0104] In addition, the wheel speed signal of the first wheel speed sensor 15 is also controlled to be input into the second electronic control unit ECU2 ( Figure 4 ), so that the second electronic control device can also pass the first alternative signal S1 * The first pressure control valve PCV1 on the front axle is actuated, for example, for the purpose of brake slip control. However, since the second electronic control unit ECU2 can interpret the first electronic control unit ECU1 as being intact due to the absence of a fault or failure signal on the communication device 8, the second electronic control unit ECU2 preferably suppresses the generation of the first substitute signal S1 and thus the parallel actuation of the two first pressure control valves PCV1.

[0105] If now the main electric control of the second pressure regulating module EPM2 is intact, and the main electric control of the first pressure regulating module EPM1 fails, either because the first electric energy supply power 1 fails, or because the electric components of the first pressure regulating module EPM1 have a fault and / or there is an electric contact fault or line fault, then as a back-up solution the secondary pneumatic control of the first pressure regulating module EPM1 acts via the second brake pressure p21 supplied via the first control line 10 through the first channel of the second pressure regulating module EPM2, which then here directly and without change constitutes the first control pressure Stpl for the first pressure regulating module EPM1.

[0106] The integrated back-up solenoid valve, which is integrated during the period so far, i.e. while the electric control device is still intact, prevents the first pneumatic control pressure Stpl acting at the first pneumatic control input 9 of the first pressure regulating module EPM1 by being in its energized blocking position, so that in the event of a fault this back-up solenoid valve is automatically de-energized and thus switched to its conductive position, after which the first pneumatic control pressure Stpl, which here for example corresponds to the second brake pressure p21 of the first channel of the second pressure regulating module EPM2, can become effective on the integrated relay valve in order to generate the first brake pressures pi l and pi 2 from the first pneumatic control pressure Stpl.

[0107] Although the failed first electronic control device ECU1 can no longer actuate the first pressure control valve PCV1 via the first signal S1. However, in the back-up case the first brake pressures pi l and pi 2, which are controlled by the first pressure regulating module EPM1 according to one second brake pressure p21, can also be continued to be adapted or modulated by the first pressure control valve PCV1 arranged in the first brake line 2, either laterally or wheel-individually. What acts here is that the above-mentioned at least one function, here for example the ABS function, is also implemented in the second electronic control device ECU2. Since here in the present case the second electronic control device ECU2 has received the failure signal or the fault signal from the first electronic control device ECU1 via the communication device 8, the second electronic control device ECU2 generates the first replacement signal S1 for controlling the two first pressure control valves PCV only after receiving the failure signal or the fault signal of the first electronic control device ECU1 * and controls the first replacement signal there via the second signal line 14 in order to modulate the first brake pressures pi l, pi 2 here, for example in the sense of brake slip regulation (ABS). Thus, even in the case of a failure of the front axle electric brake circuit, the first brake pressures pi l and pi 2 can be modulated here, for example in the sense of ABS regulation.

[0108] Figure 2 The embodiment of the brake device shown in Figure 1 differ only in that a selection valve SH is provided, which transmits only the greater of the two second brake pressures p21 or p22 generated by the second pressure regulating module EPM2 at its two second pressure outputs 5 to the first pressure regulating module EPM1 via the first control line 10. This can be relevant in the case where, in a service brake with activated brake slip regulation, for example at the rear axle, one channel output of the second pressure regulating module EPM2 outputs a (relatively low) second brake pressure p21, while the other channel outputs a higher brake pressure p22 in relation thereto, which is then taken into account as a first control pressure Stpl for the secondary pneumatic control of the first pressure regulating module EPM1. Thus, a selection regulation is achieved between the front axle brake circuit and the rear axle brake circuit, since the (greater) second brake pressure p22 on the side with the greater coefficient of adhesion at the rear axle is taken into account as a basis for the first control pressure Stpl at the front axle 20.

[0109] Figure 3 The embodiment of the brake device shown in Figure 1 differ only in that a selection valve SH is provided, which transmits only the greater of the two second brake pressures p21 or p22 generated by the second pressure regulating module EPM2 at its two second pressure outputs 5 to the first pressure regulating module EPM1 via the first control line 10. This can be relevant in the case where, in a service brake with activated brake slip regulation, for example at the rear axle, one channel output of the second pressure regulating module EPM2 outputs a (relatively low) second brake pressure p21, while the other channel outputs a higher brake pressure p22 in relation thereto, which is then taken into account as a first control pressure Stpl for the secondary pneumatic control of the first pressure regulating module EPM1. Thus, a selection regulation is achieved between the front axle brake circuit and the rear axle brake circuit, since the (greater) second brake pressure p22 on the side with the greater coefficient of adhesion at the rear axle is taken into account as a basis for the first control pressure Stpl at the front axle 20.

[0110] In Figure 4 , it is further described that the first and second wheel speed sensors 15, 16 arranged on the wheels of the front axle 20 and the rear axle 30 are processed by the first electronic control device ECU1 and the second electronic control device ECU2 on the basis of the wheel speed signals of the wheel speeds of the wheels, which has already been explained above for Figure 1 .

[0111] Two first wheel speed sensors 15, which are assigned to the two wheels of the front axle brake circuit, generate first wheel speed signals Sn1 from the detected first wheel speeds n1 of the front wheels and feed them via a third signal line 17 to the second electronic control device ECU2. Additionally or alternatively, second wheel speed sensors 16, which are assigned to the wheels of the rear axle brake circuit, can generate second wheel speed signals Sn2 and feed them via a fourth signal line 18 to the first electronic control device ECU1. As a result, the first and second wheel speed signals Sn1 and Sn2 are processed in a crosswise manner with respect to the brake circuit by the first and second electronic control devices ECU1 and ECU2.

[0112] For example, in the event of a backup situation in which the first electronic control device ECU1 fails, the second electronic control device ECU2 can generate a first backup signal S1 for the first pressure control valve PCV1 from the first wheel speed signals Sn1 * Furthermore, in the event of a backup situation in which the second electronic control device ECU2 fails, the first electronic control device ECU1 can generate a second backup signal S2 for the second pressure control valve PCV2 from the second wheel speed signals Sn2 * In other words, in the event of a backup situation, wheel speed detection can be performed by the first and second wheel speed sensors 15, 16, and the actuation of the first and second pressure control valves PCV1 and PCV2 can be performed in a crosswise manner with respect to the brake circuit from the first and second wheel speed signals Sn1 and Sn2.

[0113] In a normal situation, the first electronic control device ECU1 processes the first wheel speed signals Sn1 and actuates the first pressure control valve PCV1 via the first signal S1 in order to modulate the first brake pressures p11 and p12 in accordance with at least one implemented function. Similarly, in a normal situation, the second electronic control device ECU2 can process the second wheel speed signals Sn2 and actuate the second pressure control valve PCV2 via the second signal S2 in order to modulate the second brake pressures p21 and p22 in accordance with at least one implemented function.

[0114] However, as a result of the above-described crosswise processing of the first and second wheel speed signals Sn1 and Sn2 with respect to the brake circuit and the crosswise actuation of the first and second pressure control valves PCV1 and PCV2, it is also possible to modulate the first and second brake pressures p11, p12 and p21, p22 from the wheel speeds via the first and second pressure control valves PCV1 and PCV2 in the event of a backup situation.

[0115] For example, in the event of a primary electrical control failure of the rear axle brake circuit (in which case the primary electrical control of the rear axle brake circuit fails), the intact first electronic control device ECU1 can nevertheless adjust the second brake pressures p21 and p22 generated in the electrically failed rear axle brake circuit from at least one of the first brake pressures pi 1, pi 2, for example wheel-individually, on the basis of the wheel speed signals Sn2 of the second wheel speed sensors 16 on the wheels of the rear axle, in order to carry out control or regulation functions related to the wheel speed, such as ABS, ASR and / or ESP, on these wheels. To this end, the first electronic control device ECU1 generates a second replacement signal S2 * on the basis of the second wheel speed n2 of the wheels of the rear axle, detected by the second wheel speed sensors 16, i.e. on the basis of the second wheel speed signals Sn2 input via the fourth signal line 18, and inputs this via the fifth signal line 19 into the second pressure control valve PCV2. To this end, the second wheel speed sensors 16 can be supplied with electrical energy, for example by the first electrical energy supply power1, via the first electronic control device ECU1.

[0116] In the same way, in another event of a primary electrical control failure of the front axle brake circuit, the intact second electronic control device ECU2 can nevertheless adjust the first brake pressures pi 1 and pi 2, which are then derived from or associated with at least one of the second brake pressures p21 or p22, in the electrically failed front axle brake circuit, for example wheel-individually, on the basis of the wheel speeds of the wheels of the front axle brake circuit, in order to carry out control or regulation functions related to the wheel speed, such as ABS, ASR and / or ESP, on these wheels. To this end, the second electronic control device ECU2 generates a first replacement signal S1 * for controlling the first pressure control valve PCV1 on the basis of the wheel speed of the wheels of the front axle, detected by the first wheel speed sensors 15, i.e. on the basis of the first wheel speed signals Sn1 input via the third signal line 17. To this end, the first wheel speed sensors 15 can be supplied with electrical energy, for example by the second electrical energy supply power2, via the second electronic control device ECU2.

[0117] The brake device can also comprise an electronic-pneumatic trailer control module, not shown here, which is primarily electrically controlled by the first electronic control device ECU1 and the second electronic control device ECU2 on the basis of the brake request signal and secondarily pneumatically controlled by at least one of the first brake pressures pi 1 or pi 2 or by at least one of the second brake pressures p21 or p22. The trailer control module can in particular be embodied as a pressure regulating module as described above, with or without integrated control electronics, and outputs a trailer brake pressure control to the coupling "brake" on the basis of its primary electrical control and its secondary pneumatic control.

[0118] Thus, the trailer control module is electrically controlled in normal situations and pneumatically controlled in backup situations. As mentioned before, in a first backup situation of an electrical failure of the front axle brake circuit, the first brake pressures pi 1, pi 2 are generated from a first control pressure Stpi associated with at least one of the second brake pressures p21, p22. Thus, even in case of an electrical failure of the front axle brake circuit, a pneumatic control of the trailer control module is ensured by at least one of the first brake pressures pi 1, pi 2. On the other hand, in a second backup situation of an electrical failure of the rear axle brake circuit, the trailer control module can also be pneumatically controlled by at least one of the second brake pressures p21, p22, because, as mentioned before, the second brake pressures p21, p22 are generated from a second control pressure Stp2 associated with at least one of the first brake pressures pi 1, pi 2. Thus, the trailer control module can also be pneumatically controlled from the first control pressure Stpi and / or from the second control pressure Stp2.

[0119] The trailer control module can in particular be implemented with or without integrated control electronics. In case of integrated control electronics and integrated pressure sensors, an adjustment of the trailer brake pressure can also be realized.

[0120] List of reference signs

[0121] 1 brake device

[0122] 2 first brake line

[0123] 3 first pressure output

[0124] 4 first supply line

[0125] 5 second pressure output

[0126] 6 second brake line

[0127] 7 second supply line

[0128] 8 communication means

[0129] 9 first pneumatic control input

[0130] 10 first control line

[0131] 11 second pneumatic control input

[0132] 12 second control line

[0133] 13 first signal line

[0134] 14 second signal line

[0135] 15 first wheel speed sensor

[0136] 16 second wheel rotational speed sensor

[0137] 17 third signal line

[0138] 18 fourth signal line

[0139] 19 fifth signal line

[0140] 20 front axle

[0141] 21 first compressed air supply

[0142] 22 second compressed air supply

[0143] 30 rear axle

[0144] 30.1 first rear axle

[0145] 30.2 second rear axle

[0146] ECU1 first electronic control device

[0147] ECU2 second electronic control device

[0148] S1 first signal

[0149] S1* first alternative signal

[0150] S2 second signal

[0151] S2* second alternative signal

[0152] p11 / p12 first brake pressure

[0153] p21 / p22 second brake pressure

[0154] EPM1 first pressure regulating module

[0155] EPM2 second pressure regulating module

[0156] EPM2.1 / 2.2 second pressure regulating module

[0157] PCV1 first pressure control valve

[0158] PCV2 second pressure control valve

[0159] Sn1 first wheel rotational speed signal

[0160] Sn2 second wheel rotational speed signal

[0161] Power1 first electric energy supply

[0162] Power2 second electric energy supply

[0163] SH selects high valve

[0164] Stp1 first control pressure

[0165] Stp2 second control pressure

[0166] n1 first wheel speed

[0167] n2 second wheel speed

Claims

1. A pressure-medium-operated and at least partially electronic brake system (1) for a vehicle, in particular for a commercial vehicle, comprising at least: a) a first brake circuit having a first electronic control unit (ECU1), at least one first electro-pneumatic pressure modulator (EPM1), and at least one first brake actuator, which brakes a first wheel, wherein the at least one first pressure modulator (EPM1) can be controlled primarily electrically by the first electronic control unit (ECU1) and secondarily by a first control pressure (Stp1) in order to generate a first brake pressure (p11, p12) for the at least one first brake actuator in at least one first brake circuit (2); b) a second brake circuit having a second electronic control unit (ECU2), at least one second pressure modulator (EPM2), and at least one second brake actuator, which brakes a second wheel, wherein the at least one second pressure modulator (EPM2) can be controlled primarily electrically by the second electronic control unit (ECU2) and secondarily by a second control pressure (Stp2) in order to generate a second brake pressure (p21, p22) of the at least one second brake actuator for the second wheel in at least one second brake circuit (6), wherein c) the first control pressure (Stp1) is at least correlated with the second brake pressure (p21, p22), and / or d) The second control pressure (Stp1) is at least correlated with the first brake pressure (p11, p12), characterized in that e) at least one first pressure control valve (PCV1) is provided in the first brake circuit (2), the first pressure control valve being configured to modulate the first brake pressure (p11, p12) according to a first electrical signal (S1, S1*), and / or f) at least one second pressure control valve (PCV2) is provided in the second brake circuit (6), the second pressure control valve being configured to modulate the second brake pressure (p21, p22) according to a second electrical signal (S2, S2*), wherein: g) The first electrical signal (S1, S1*) and / or the second electrical signal (S2, S2*) are generated by at least one function implemented in at least one electronic control unit (ECU1, ECU2).

2. The brake system according to claim 1, wherein: The function is designed and provided for controlling or regulating the first brake pressure (p11, p12) and / or the second brake pressure (p21, p22).

3. The brake system according to claim 1, characterized in that These functions include axle-load-dependent brake pressure control, anti-lock braking system (ABS), anti-slip regulation (ASR), processing or conversion of signals representing target deceleration and / or driving dynamics control (ESP) and / or driver assistance functions.

4. The brake system according to claim 1, wherein: The functions are implemented in the first electronic control unit (ECU1) and / or the second electronic control unit (ECU2) or in a third control unit.

5. The brake system according to claim 1, characterized in that a) at least one first wheel speed sensor (15) is provided and configured to detect a first wheel speed (n1) of the first wheel; and / or b) At least one second wheel speed sensor (16) is provided and configured to detect a second wheel speed (n2) of the second wheel.

6. The brake system according to claim 5, characterized in that The function is constructed and arranged so that the function a) generating the first electrical signal (S1, S1*) based on the detected first wheel speed (n1) and / or based on the detected second wheel speed (n2); and / or b) generating the second electrical signal (S2, S2*) based on the detected first wheel speed (n1) and / or based on the detected second wheel speed (n2).

7. The brake system according to claim 5 or 6, characterized in that a) the at least one first wheel speed sensor (15) generates a first wheel speed signal (Sn1) according to the first wheel speed (n1), and controls the input of the first wheel speed signal into the second electronic control unit (ECU2); and / or b) The at least one second wheel speed sensor (16) generates a second wheel speed signal (Sn2) according to the second wheel speed (n2), and controls the second wheel speed signal to be input into the first electronic control unit (ECU1).

8. The brake system according to claim 7, characterized in that a) the second electronic control unit (ECU2) generates the first signal (S1, S1*) according to the first wheel speed signal (Sn1); and / or b) The first electronic control unit (ECU1) generates the second signal (S2, S2*) according to the second wheel speed signal (Sn2).

9. The brake system according to claim 1, characterized in that The first electronic control unit (ECU1) electrically controls the at least one first pressure modulator (EPM1) and / or the second electronic control unit (ECU2) electrically controls the at least one second pressure modulator (EPM2) based on a signal representing a target deceleration (zsoll) generated by a brake value setting device that can be controlled by the vehicle driver, an automatic cruise control system or a driver assistance system.

10. The brake system according to claim 1, characterized in that a) the first pressure modulator (EPM1) is designed as a single-channel or multi-channel pressure regulating module, which regulates the first brake pressure (p11, p12) to a first target brake pressure that is dependent on the target deceleration (zsoll); and / or b) The second pressure modulator (EPM2) is designed as a single-channel or multi-channel pressure regulating module, which regulates the second brake pressure (p21, p22) to a second target brake pressure that is dependent on the target deceleration (zsoll).

11. The brake system according to claim 1, characterized in that a) the first electronic control unit (ECU1) is integrated into the first pressure modulator (EPM1), and / or b) The second electronic control unit (ECU2) is integrated into the second pressure modulator (EPM2).

12. The brake system according to claim 1, characterized in that At least some components of the first brake circuit are supplied with electrical energy by a first electrical energy source (Power1), and at least some components of the second brake circuit are supplied with electrical energy by a second electrical energy source (Power2) independent of the first electrical energy source (Power1).

13. The brake system according to claim 1, characterized in that A communication device (8) is provided between the first electronic control unit (ECU1) and the second electronic control unit (ECU2), and is arranged and constructed for exchanging signals and information between the first electronic control unit (ECU1) and the second electronic control unit (ECU2).

14. The brake system according to claim 1, characterized in that a) the first control pressure (Stp1) is derived from the second brake pressure (p21, p22) or corresponds to the second brake pressure (p21, p22), and / or b) The second control pressure (Stp2) is derived from the first brake pressure (p11, p12) or corresponds to the first brake pressure (p11, p12).

15. The brake system according to claim 1, characterized in that a) a first control line (10) extends between at least one first pressure output (3) of the first pressure modulator (EPM1) and a second control input (11) of the second pressure modulator (EPM2), the first pressure modulator controlling the output of the first brake pressure (p11, p12) into the first brake line (2) at the first pressure output, at least one section of the first control line conducting the first control pressure (Stp1); and / or b) A second control line (12) extends between at least one second pressure output (5) of the second pressure modulator (EPM2) and a first control input (9) of the first pressure modulator (EPM1), wherein the second pressure modulator controls the output of the second brake pressure (p21, p22) into the second brake line (6) at the second pressure output, and at least one section of the second control line conducts the second control pressure (Stp2).

16. Braking system according to one of the preceding claims, characterized in that a) the first pressure modulator (EPM1) has at least two first pressure output ends (3), the first pressure modulator controls the output of first brake pressures (p11, p12) to corresponding first brake circuits (2) at the at least two first pressure output ends, and is provided with a high-pressure selection valve, the high-pressure selection valve controls the output of the larger first brake pressure (p11 or p12) of the two first brake pressures to the second control input end (11) of the second pressure modulator (EPM2); and / or b) The second pressure modulator (EPM2) has at least two second pressure output ends (5), and the second pressure modulator controls the output of the second brake pressure (p21, p22) to the corresponding second brake circuit (6) at the at least two second pressure output ends, and is provided with a high selection valve (SH), which controls the output of the larger second brake pressure (p21 or p22) of the two second brake pressures to the first control input end (9) of the first pressure modulator (EPM1).

17. The brake system according to claim 1, characterized in that The braking device includes a trailer control module, the trailer control module a) is electrically controlled by the first electronic control unit (ECU1) or the second electronic control unit (ECU2), and / or b) controlled by the first brake pressure (p11, p12) or the second brake pressure (p21, p22), and / or c) controlled by the first control pressure (Stp1) and / or the second control pressure (Stp2).

18. Braking system according to one of the preceding claims, characterized in that The brake system is an electro-pneumatic service brake system.

19. A vehicle, in particular a commercial vehicle, comprising a brake system according to one of the preceding claims.

20. The vehicle according to claim 19, characterized in that The vehicle is an at least partially autonomously controlled vehicle.

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