Brake for a rail vehicle, brake controller configuration system and method for controlling a brake controller configuration system

Abstract

The invention relates to a brake controller configuration system for a rail vehicle having a brake with an air line (2), comprising a first brake controller (3), a second brake controller (4), a pressure limiting valve (7) and a switching valve (8) and at least one air container (5), wherein the second brake controller (4) is connected to the first brake controller (3). The invention also relates to a method for controlling the brake controller configuration system.

Description

Technical Field

[0001] The invention relates to a brake for a rail vehicle. The invention also relates to a brake controller configuration system and a method for controlling a brake controller configuration system. Background Art

[0002] Conventional brakes have a brake controller. Carriage / vehicle brake controllers are known in various embodiments and control the filling of an auxiliary air reservoir or a reserve air reservoir and form a pilot control pressure or a brake cylinder pressure as a function of the pressure in the main air line or a delivered setpoint value.

[0003] Conventional brakes for rail vehicles, for example for trains or multiple units, are currently either actuated in electropneumatic systems (ep systems) via a main air line as so-called "conventional HL control", via two lines, namely via a main air line and a main air tank line, or in direct ep systems without a return level via a main air tank line.

[0004] In known systems with electropneumatic brakes, a second air line is always required for the pneumatic return stage. Summary of the invention

[0005] The object of the present invention is to provide an improved brake for a rail vehicle.

[0006] A further object is to create an improved brake control configuration system for brakes of a rail vehicle and a method for controlling a brake control configuration system.

[0007] These objects are achieved by the technical solution described below. According to the present invention, a brake controller configuration system for a rail vehicle having a brake with an air line comprises a first brake controller, a second brake controller, a pressure limiting valve, a switching valve and at least one air container, wherein the second brake controller is connected to the first brake controller, and is characterized in that: a) when the second brake controller is connected to the air line through a disconnected switching valve, and the first brake controller is controlled by the second brake controller so that a conventional HL control is formed with the second brake controller, the air line operates as a main air line at a first pressure of ≤5 bar in the first operating position of the brake controller configuration system; b) when the brake controller configuration system is switched from the first operating position to the second operating position through the switched valve that is connected When an operating position is adjusted to a second operating position, the air line operates as a main air container line at a constant second pressure of 10 bar in the second operating position of the brake controller configuration system, wherein the connection between the second brake controller and the air line is interrupted and the second brake controller is connected to the air container via a pressure limiting valve, and the first brake controller is connected to the air line and the first brake controller implements direct EP brake control; c) the brake controller configuration system can be adjusted back from the second operating position to the first operating position through a cut-off switching valve, wherein the air line is again operated as a main air line at a first pressure of ≤5 bar in the first operating position of the brake controller configuration system.

[0008] The inventive concept is to combine a direct single-line ep brake with a return level as a "conventional HL control". In other words, in a rail vehicle, direct brake system control is implemented with a conventional control valve as a return level, but the train only needs one continuous air line instead of two air lines.

[0009] The brake for a rail vehicle according to the invention has an air line, a brake controller configuration system including a first brake controller and at least one air container. The brake controller configuration system has a second brake controller, a pressure limiting valve and a switching valve. The second brake controller is connected to the first brake controller.

[0010] A brake controller configuration system for the corresponding brake according to the present invention is provided.

[0011] The described arrangement or connection and communication of the first brake control unit with the second brake control unit and the switching valve results in the advantage that a direct EP brake can be used without giving up its advantages, wherein the second air line can be omitted.

[0012] A brake for a rail vehicle has an air pipeline, wherein a brake controller configuration system of the brake comprises a first brake controller, a second brake controller, a pressure limiting valve, a switching valve and at least one air container. The method for controlling the brake controller configuration system according to the present invention comprises the following method steps: (110) operating the air pipeline as a main air pipeline at a first pressure of ≤5 bar in a first operating position of the brake controller configuration system, connecting the second brake controller to the air pipeline by cutting off the switching valve, and controlling the first brake controller by the second brake controller so that conventional HL control is implemented by the second brake controller; (120) operating the air pipeline in the brake controller configuration system In the second operating position, the brake controller configuration system is operated as a main air container pipeline at a constant second pressure of approximately 10 bar, and the brake controller configuration system is adjusted from the first operating position to the second operating position by connecting the switching valve, wherein the connection between the second brake controller and the air pipeline is interrupted and the second brake controller is connected to the air container via the pressure limiting valve, and the first brake controller is connected to the air pipeline and implements direct ep brake control; (130) the brake controller configuration system is returned from the second operating position to the first operating position by disconnecting the switching valve, wherein the air pipeline is again operated as the main air line at a first pressure of ≤5 bar in the first operating position of the brake controller configuration system.

[0013] The method makes it possible to control the brake control configuration system in a simple and advantageous manner.

[0014] It is particularly advantageous if the first brake control unit is designed as a direct ep brake control unit and the second brake control unit is designed as a conventional UIC control valve, since in this case functional units which have proven themselves can be used.

[0015] For this purpose, in one embodiment, it is advantageous that the second brake controller is connected to the first brake controller via a connecting line, and the second brake controller is pneumatically and / or electrically connected to the first brake controller via the connecting line. The pneumatic connection can be implemented, for example, by means of one control pressure or multiple control pressures, wherein the electrical connection can be an electrical analog signal or / and an electrical digital signal.

[0016] In another specific embodiment, the second brake controller is connected to the working interface of the switching valve and to the pressure-limiting valve. This results in a simple control of the second brake controller.

[0017] Here, it is provided that the switching valve is connected to the air line via an input connection. Thus, an advantageous switchable connection of the second brake controller to the air line can be achieved.

[0018] For this purpose, the brake control configuration can advantageously be adjusted by means of a switching valve from a first operating position, in which the air line is operated at a first pressure, to a second operating position, in which the air line is operated at a second pressure different from the first pressure. Depending on the operating state of the lead vehicle, the single air line can be operated as a "normal" main air line as a return stage with a first pressure p≤ 5 bar. HL Or as the main air container line with a constant secondary pressure P of about 10 bar HBL Depending on these pressure values, the brake control configuration can advantageously be adjusted by the switching valve from the first operating position into the second operating position and from the second operating position back into the first operating position.

[0019] In one embodiment, the switching valve is switched on in the second operating position and is switched off in the first operating position. This results in the advantage that the switching valve is in its initial position in the return stage in the first operating position, for example, electromagnetically deenergized.

[0020] In one specific embodiment, in the second operating position, the HL input pressure connection of the second brake controller is pressurized via the working connection of the switching valve, wherein the second brake controller is deactivated. It is particularly advantageous here that the second brake controller is always pressurized in this deactivated operation, that is, in the second operating position, even when the function of the direct ep brake is realized via the first brake controller.

[0021] This can be implemented, for example, in a further embodiment by connecting the HL input pressure connection of the second brake controller to the air container via a pressure limiting valve in the second operating position. This results in the advantage that the second brake controller can be immediately put into use from the return level at any time.

[0022] In a further specific embodiment, it is provided that the HL input pressure port of the second brake control is connected to the air line via a working port of the switching valve in the first operating position, wherein the second brake control is active.

[0023] The load correction both in the first operating position and in the second operating position is respectively carried out in parallel via corresponding T pressure ports both in the first brake control and in the second brake control.

[0024] In one embodiment, the switching valve can have an electromagnetic drive. Alternatively, the switching valve can have a pneumatic drive. Such switching valves are advantageously common on the market and can be obtained cost-effectively with a high quality standard.

[0025] It is also advantageous if the switching valve is a 3 / 2-way valve, since this is a cost-effective standard component of high quality.

[0026] In one embodiment, the brake can be a freight car brake. This is advantageous because the advantages of a direct EP brake can be utilized despite the presence of a single air line.

[0027] It is also advantageous if the brake can also be a passenger train carriage brake, since this expands the field of application.

[0028] In another further embodiment, the switching valve is designed as a solenoid valve which is actuated by the locomotive or train directly via a separate control line or / and via a bus line via an interface or / and via a bus line via the first brake controller. This allows advantageously different actuation possibilities.

[0029] Alternatively or additionally, it is also possible that the switching valve is implemented as a solenoid valve which is actuated by a first brake controller according to the current pressure of the air line, the first brake controller being connected to a pressure sensor connected to the air line. Thus, an additional continuous control line can be omitted. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Embodiments of the present invention will be described below with reference to the accompanying drawings.

[0031] In the figure:

[0032] Figures 1 to 2 A schematic block diagram showing an embodiment of a brake controller configuration system according to the present invention in different operating positions;

[0033] Figure 3 Shown in accordance with Figures 1 to 2 A schematic block diagram of a variant of an embodiment of the present invention;

[0034] Figure 4 A schematic block diagram of a switching valve is shown;

[0035] Figure 5 Shown in accordance with Figures 1 to 2 Schematic block diagrams of embodiments with different controls; and

[0036] Figure 6 The method for controlling the Figures 1 to 2 Schematic flow chart of a method for configuring a brake controller system. DETAILED DESCRIPTION

[0037] Figures 1 to 2 A schematic block diagram shows an exemplary embodiment of a brake control configuration system 1 according to the invention in different operating positions.

[0038] In the example shown, a brake for a freight car body is schematically shown with an air line 2 and an air container 5. Other components, such as brake cylinders etc., are not shown.

[0039] The brake controller configuration 1 comprises a first brake controller 3 , a second brake controller 4 , at least one air container 5 , a pressure-limiting valve 7 and a switching valve 8 .

[0040] The first brake controller 3 is connected to the air line 2 via a line 3a via a non-return valve 6 and a further line 2b. Furthermore, an air tank 5 is connected to the line 3a of the first brake controller 3 via a line 5a.

[0041] First brake control unit 3 has two output connections C1 , C2 for actuating brake cylinders, which are not discussed in detail here.

[0042] The HL input pressure port of second brake controller 4 is connected to working port 8-2 of switching valve 8 via first pipeline 4a. Second pipeline 4b connects the R port of second brake controller 4 to third pipeline 4c of second brake controller 4, which is connected to working port 8-3 of switching valve 8.

[0043] The fourth pipeline 4 d connects the C port of the second brake controller 4 to the first brake controller 3 .

[0044] The pressure limiting valve 7 is connected to the pipelines 4b and 4c of the second brake controller 4 via a pipeline 7a. The pressure limiting valve 7 is also connected to the air container 5 via another pipeline 7b.

[0045] The switching valve 8 is configured as a two-position three-way valve (“solenoid valve”) with an electromagnetic drive 8 a in the example shown. It can also be a pneumatically switchable valve. The input interface 8 - 1 of the switching valve 8 is connected to the air pipeline 2 via the pipeline 2 a.

[0046] By means of the switching valve 8 , the brake control configuration 1 can be adjusted from a first operating position into a second operating position (to be explained below) and from the second operating position back into the first operating position.

[0047] Figure 1 A first operating position, also referred to as the return level, is shown. In the first operating position, the air line 2 is a so-called main air line (HL) with a pressure (p HL )run.

[0048] The first operating position therefore corresponds to a so-called conventional HL control performed with second brake control 4 .

[0049] In the first operating position, the switching valve 8 is disconnected by means of the drive device 8a, that is, no current is supplied. In this case, the input port 8-1 is connected to the working port 8-2.

[0050] In this way, in the return level, only the second brake controller 4 is connected to the air line 2 via the line 4a, the switching valve interfaces 8-2 and 8-1 and thus via the line 2a with its HL interface. By means of the line 4d, the second brake controller 4 is coupled to the first brake controller 3 and thus controls the first brake controller 3 in the first operating position. In other words, the second brake controller 4 is connected to the first brake controller 3 via the line 4d. This can be achieved pneumatically by means of one or more control pressures or / and electrically by means of one or more electrical signals. The electrical signal can be an analog electrical signal or / and a digital electrical signal.

[0051] The switching valve 8 has the safety level “low active.” In the de-energized state, ie, in the first operating position, it is active, ie, the working connections 8 - 1 and 8 - 2 are connected and the second brake control 4 is active.

[0052] exist Figure 2 In the second operating position shown, in contrast to the first operating position, the air line 2 is supplied as a so-called main air container line (HBL) at a pressure of approximately 10 bar (P HBL )run.

[0053] The second operating position thus corresponds to a working position of a so-called single-line ep (electro-pneumatic) brake, in which direct ep brake control is carried out with first brake controller 3. Electrically actuating brake controller 3 in the case of direct ep brake control is known and is not shown in detail.

[0054] In accordance with Figure 2 In the second operating position, Figure 1 Contrary to the first operating position, the switching valve 8 is connected by means of the drive device 8a. That is to say, the input interface 8-1 is closed and the working interfaces 8-2 and 8-3 are connected.

[0055] Since the input connection 1 is closed, only the first brake control unit 3 is connected to the air line 2 via its line 3 a and the non-return valve 6 .

[0056] The second brake control unit 4 is in deactivated operation, wherein the HL input port is connected to the R port of the second brake control unit 4 via the line 4a, the connected working ports 8-2, 8-3 of the switching valve 8, the line 4b and is connected to the air tank 5 via the pressure limiting valve 7. In this way, the second brake control unit 4 is always loaded with pressure even in its deactivated operation. In this case, the pressure corresponds to the tank pressure of the air tank 5.

[0057] This results in the advantage that in the second operating position the second brake control 4 can be immediately put into use from the return level.

[0058] In this way, with the brake control configuration system 1 according to the invention, the second air line which is always required in conventional systems with ep brakes can be dispensed with without cancelling the advantages of the direct ep brake.

[0059] The load correction takes place both in the first operating position and in the second operating position via corresponding T pressure connections in first brake control 3 and in second brake control 4 .

[0060] Figure 3 Shown in accordance with Figures 1 to 2 A schematic block diagram of a variant of an embodiment of the invention.

[0061] Figure 3 A second operating position of the brake control configuration system 1 is shown in a variant, in which the working port 8-3 of the switching valve 8 is neither connected to the line 4b of the switching valve 8 nor to the pressure limiting valve 7. In this case, the working port 8-3 can be connected to another pressure source (not shown) so that in this second operating position, the second brake control 4 can be supplied with pressure at the HL port of the second brake control 4 in the deactivated state so that the second brake control 4 can be immediately put into use from the return level at any time. The pressure required for this can be taken from a separate and / or additional pressure source (not shown), for example, from an auxiliary air tank.

[0062] exist Figure 4 , a schematic block diagram of a switching valve 8 is shown as a pneumatically switchable switching valve 8 .

[0063] The pneumatic drive interface of the switching valve 8 is connected to the pipeline 2a (and thus to the air pipeline 2, see Figures 1 to 3 The other drive interface is connected to the pipeline 7a of the pressure limiting valve 7 via another pipeline 8c, and is connected to the air container 5 via the pressure limiting valve.

[0064] In the first operating position, the pneumatically switchable switching valve 8 is loaded via the line 8b and the line 2a with a pressure of ≤5 bar of the air line 2 (now operated as HL) relative to the air tank pressure of 5 bar in the line 8c (p HL ) and cut off. The working interfaces 8-1 and 8-2 of the switching valve 8 are connected.

[0065] In the second operating position, the pneumatically switchable switching valve 8 is loaded via the line 8b and the line 2a with a pressure of approximately 10 bar (P 2 ) of the air line 2 for HBL operation, relative to the pressure of the air tank 5 in the line 8c at 5 bar. HBL ) and connected. In this connected state, the working interfaces 8-2 and 8-3 are as Figure 1 Connect as shown.

[0066] exist Figure 5 In accordance with Figures 1 to 2 Schematic block diagram of different actuations of an electromagnetic drive 8 a having a switching valve 8 according to an exemplary embodiment of the present invention.

[0067] Figure 5 The brake control configuration system 1 is shown in a second operating position, in which the second brake control 4 is deactivated (see Figure 2 ). Different actuation configurations of the electromagnetic drive 8 a of the switching valve 8 are shown together, but only one of these configurations is used depending on the application.

[0068] The switching valve 8, which is implemented as a solenoid valve with a drive device 8a, can be controlled by a control unit (e.g., a locomotive or a train engine) that is assigned to a train that includes a freight car with the above-mentioned freight car brake including the brake control configuration system 1 according to the invention directly via a separate control line 10 (through all cars of the train) via an interface 10a. It is possible that a train including passenger train cars or a combined train including passenger train cars and freight cars (e.g., a passenger car train) can also be equipped with the brake control configuration system 1 according to the invention.

[0069] It is also possible that the control is carried out via a bus signal from the control unit on a continuous bus line 11, wherein the bus line 11 is coupled to an interface 12 via a connecting line 11a, which converts the control signal of the bus line 11 into a suitable electrical signal for the drive device 8a of the switching valve 8 and provides it via a connecting line 12a.

[0070] The control signals from the control unit can also be guided via the “normal” bus line 11 via the connecting line 11b first to the first brake control unit 3 which has its own interface and guides the corresponding control signals for the drive 8a of the switching valve 8 to the drive 8a via the control line 3c.

[0071] On the other hand, the first brake controller 3 can also generate an electrical signal for controlling the drive device 8a of the switching valve 8 through the pressure sensor 9. Here, the pressure sensor 9 is connected to the air pipeline 2 via the pipeline 2c and as an HL pressure sensor 9, provides the corresponding signal corresponding to the current pressure of the air pipeline 2 to the processing unit 3b of the first brake controller 3 via the signal pipeline 9a. The processing unit 3b can be provided separately or can be a component of the first brake controller 3. The processing unit 3b has a processing logic, for example, and generates a control signal for the switching valve 8. The control signal is provided to the drive device 8a of the switching valve 8 via the control pipeline 3c.

[0072] Figure 6 A schematic flow chart of a method 100 according to the present invention for controlling a brake control configuration system 1 is shown.

[0073] In a first method step 110 , the air line 2 is brought into contact with the brake control configuration 1 in a first operating position as a main air line (HL) at a first pressure p ≤5 bar. HL The switching valve 8 is closed and the HL input interface of the second brake controller 4 is connected to the air line 2. The second brake controller 4 is connected to the first brake controller 3 and controls it in such a way that a normal HL control is carried out by the second brake controller 4.

[0074] In a second method step 120, the switching valve 8 is switched on and adjusts the brake control configuration system 1 from the first operating position to the second operating position. The air line 2 is a main air tank line (HBL) at a constant second pressure P of approximately 10 bar. HBL The HL input interface of the second brake controller 4 is disconnected from the air line 2 and connected to the air container 5 via the pressure limiting valve 7. The first brake controller 3 is connected to the air line 2. The second operating position thus corresponds to the working position of a so-called single-line ep (electro-pneumatic) brake, wherein direct ep brake control is implemented with the first brake controller 3.

[0075] In a third method step 120 , the switching valve 8 is switched off again and adjusts the brake control configuration system 1 from the second operating position back to the first operating position. The HL input interface of the second brake control 4 is disconnected from the air tank 5 and connected to the air line 2 .

[0076] The invention is not limited to the embodiments presented above but can be modified within the scope of the claims.

[0077] Thus, for example, it is conceivable that a brake having a brake control arrangement 1 according to the invention can also be used in a passenger train carriage or in a locomotive.

[0078] Reference numerals list

[0079] 1Brake controller configuration system

[0080] 2 Air lines

[0081] 3First brake controller

[0082] 3a pipeline

[0083] 3b Processing Unit

[0084] 3c control pipeline

[0085] 4 Second brake controller

[0086] 4a, 4b, 4c, 4d pipelines

[0087] 5. Air Container

[0088] 5a pipeline

[0089] 6 Check valve

[0090] 7 Pressure reducing valve

[0091] Pipeline 7a, 7b

[0092] 8Switch valve

[0093] 8a drive device

[0094] 8b, 8c pipeline

[0095] 8-1 Input Interface

[0096] 8-2, 8-3 working interface

[0097] 9. Pressure Sensor

[0098] 9a pipeline

[0099] 10Signal pipeline

[0100] 10a connecting pipeline

[0101] 11 Bus pipeline

[0102] 11a, 11b connecting pipelines

[0103] 12 interfaces

[0104] 12a Connecting pipeline

[0105] 100 Methods

[0106] 110, 120, 130 Method Steps

Claims

1. A brake control configuration system (1) for a rail vehicle having a brake with an air line (2), comprising a first brake control (3), a second brake control (4), a pressure limiting valve (7), a switching valve (8) and at least one air container (5), wherein: The second brake controller (4) is in communication with the first brake controller (3), Features: a) When the second brake controller (4) is connected to the air line (2) via the switched-off switching valve (8) and the first brake controller (3) is controlled by the second brake controller (4) so ​​that a conventional HL control is formed with the second brake controller (4), the air line (2) in the first operating position of the brake controller configuration system (1) is used as the main air line (HL) at a first pressure (P ≤ 5 bar) HL )run; b) When the brake control arrangement (1) is adjusted from the first operating position to the second operating position by means of the switched-on switching valve (8), the air line (2) in the second operating position of the brake control arrangement (1) acts as a main air container line (HBL) at a constant second pressure (P) of 10 bar. BHL ) operation, wherein the connection between the second brake controller (4) and the air line (2) is interrupted and the second brake controller (4) is connected to the air container (5) via the pressure limiting valve (7), and the first brake controller (3) is connected to the air line (2) and the first brake controller implements direct ep brake control; c) the brake control arrangement (1) can be adjusted back from the second operating position to the first operating position by means of the switched-off switching valve (8), wherein the air line (2) in the first operating position of the brake control arrangement (1) is again used as the main air line (HL) at a first pressure (p ≤ 5 bar). HL )run.

2. The brake controller configuration system (1) according to claim 1, characterized in that: The second brake controller (4) is connected to the first brake controller (3) via a connecting line, and the second brake controller (4) is pneumatically and / or electrically connected to the first brake controller (3) through the connecting line.

3. The brake controller configuration system (1) according to claim 1 or 2, characterized in that: The second brake controller (4) is connected to a working interface of a switching valve (8) and to a pressure-limiting valve (7), wherein the switching valve (8) is connected to an air line (2) via an input interface.

4. The brake controller configuration system (1) according to claim 1 or 2, characterized in that: The brake control configuration system (1) can be adjusted by means of a switching valve (8) from a first operating position, in which the air line (2) is supplied with a first pressure (p HL ) in which the air line (2) is operated at a second pressure (P HBL )run.

5. The brake controller configuration system (1) according to claim 4, characterized in that: The switching valve (8) is blocked in a first operating position, and the switching valve (8) is connected in a second operating position.

6. The brake controller configuration system (1) according to claim 5, characterized in that: In the second operating position, the HL input pressure port of the second brake control unit (4) is acted upon by pressure via a working port of a switching valve (8), wherein the second brake control unit (4) is deactivated.

7. The brake controller configuration system (1) according to claim 6, characterized in that: In the second operating position, the HL input pressure port of the second brake control unit (4) is connected to the air container (5) via a pressure limiting valve (7).

8. The brake controller configuration system (1) according to claim 6 or 7, characterized in that: In the first operating position, the HL input pressure port of the second brake control device (4) is connected to the air line (2) via a working port of the switching valve (8), wherein the second brake control device (4) is active.

9. The brake controller configuration system (1) according to claim 1 or 2, characterized in that: The switching valve (8) has an electromagnetic drive device and / or a pneumatic drive device.

10. The brake controller configuration system (1) according to claim 1 or 2, characterized in that: The switching valve (8) is a three-position, two-way valve.

11. The brake controller configuration system (1) according to claim 1 or 2, characterized in that: The brake is a freight car brake or a passenger train car brake.

12. The brake controller configuration system (1) according to claim 1 or 2, characterized in that: The switching valve (8) is designed as a solenoid valve and is actuated by the control unit directly via a separate control line (10) or / and via a bus line (11) via an interface (12) or / and via a bus line (11) via the first brake control unit (3).

13. The brake controller configuration system (1) according to claim 1 or 2, characterized in that: The switching valve (8) is implemented as a solenoid valve and is controlled by a first brake controller (3) according to the current pressure of the air line (2). The first brake controller is connected to a pressure sensor (9) connected to the air line (2).

14. Method for configuring a brake control system (1) for controlling a brake for a rail vehicle, the brake having an air line (2), wherein: A brake controller configuration system (1) comprises a first brake controller (3), a second brake controller (4), a pressure limiting valve (7), a switching valve (8) and at least one air container (5), characterized by the following method steps: The air line (2) is connected in a first operating position of the brake control configuration system (1) as a main air line (HL) at a first pressure (P ≤ 5 bar) HL ) operation, connecting the second brake controller (4) to the air pipeline (2) by cutting off the switching valve (8), and controlling the first brake controller (3) by the second brake controller (4), so that the conventional HL control is implemented by the second brake controller (4); In the second operating position of the brake control configuration system (1), the air line (2) is used as a main air container line (HBL) at a constant second pressure (P BHL ) operation, adjusting the brake controller configuration system (1) from a first operating position to a second operating position by switching on a switching valve (8), wherein the connection between the second brake controller (4) and the air pipeline (2) is interrupted and the second brake controller (4) is connected to the air container (5) via a pressure limiting valve (7), and the first brake controller (3) is connected to the air pipeline (2) and the first brake controller implements direct ep brake control; The brake control configuration system (1) is adjusted back from the second operating position to the first operating position by shutting off the switching valve (8), wherein the air line (2) is again connected as a main air line (HL) at a first pressure (p ≤ 5 bar) in the first operating position of the brake control configuration system (1). HL )run.

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