Electrically controllable pneumatic brake system with dual-channel pressure modulation system

Abstract

The invention relates to an electrically controllable pneumatic brake system (1) for a commercial vehicle (202), comprising a front axle brake circuit (2), a rear axle brake circuit (4) and a manually operable brake value transmitter (BST), which, when operated, regulates a first front axle brake control pressure (pVBS1) and a first rear axle brake control pressure (pHBS1), wherein the front axle brake pressure (pBVA) is generated based on a front axle brake request pressure (pVAS) and the rear axle brake pressure (pBHA) is generated based on a rear axle brake request pressure (pHAS). According to the invention, a dual-channel pressure modulation system (50) is provided, which is configured to receive an electronic brake request signal (SB) from an autonomous driving unit (204) and to regulate a front axle brake request pressure (pVAS) and a rear axle brake request pressure (pHAS) in response thereto, and the dual-channel pressure modulation system is also configured to receive a first front axle brake control pressure (pVBS1) and a first rear axle brake control pressure (pHBS1) and, at least in the event of a fault, to regulate the front axle brake request pressure (pVAS) in dependence on the first front axle brake control pressure (pVBS1) and / or to regulate the rear axle brake request pressure (pHAS) in dependence on the first rear axle brake control pressure (pHBS1). The invention also relates to a vehicle.

Description

Technical Field

[0001] The invention relates to an electrically controllable pneumatic brake system for a vehicle, in particular a commercial vehicle, comprising: a front axle brake circuit for a front axle of the vehicle, comprising a first compressed air reservoir and a front axle brake actuator; a rear axle brake circuit for at least one rear axle of the vehicle, comprising a second compressed air reservoir and a rear axle brake actuator; a manually operable brake value transmitter, which is connected to the first and second compressed air reservoirs and which, when operated, regulates a first front axle brake control pressure and a first rear axle brake control pressure, wherein the front axle brake circuit comprises a front axle relay valve, which is connected to the first compressed air reservoir and is designed to regulate the front axle brake pressure to the front axle brake actuator when a front axle brake request pressure is received, and wherein the rear axle brake circuit comprises a rear axle relay valve, which is connected to the second compressed air reservoir and is designed to regulate the rear axle brake pressure to the rear axle brake actuator when a rear axle brake request pressure is received. The invention also relates to a vehicle having such an electrically controllable pneumatic brake system. Background Art

[0002] In modern, electronically controllable pneumatic brake systems, in particular for commercial vehicles, which are provided for autonomous driving, it is important to provide measures which still allow reliable deceleration of the commercial vehicle in the event of a failure in the brake system. This involves the use of fully redundant brake systems, partially redundant brake systems or simply different levels within the brake system, so that in the event of a failure in the first level, the brake system can continue to operate at least to a limited extent in the second level.

[0003] However, if, for example, a double fault occurs, which affects both the primary brake system and the redundant brake system, there is a risk that the commercial vehicle cannot be braked in a controlled manner. For such situations, there is a need to provide a system which allows reliable deceleration of the vehicle.

[0004] A system which aims in particular at high residual availability is known, for example, from DE 10 2014 013 756 B3. There is disclosed an electrical equipment of a vehicle, which has an at least partially electric brake and steering device, which comprises: an electric or electromechanical steering device and a service brake device, the steering device being connected to a steering gear and comprising an electronic steering control device and an electric steering regulator. DE 10 2014 013 756 B3 proposes an electropneumatic service brake device as a service brake device, which comprises an electropneumatic service brake valve device, an electronic brake control device, an electropneumatic modulator and a pneumatic wheel brake actuator, wherein the electronic brake control device electrically controls the electropneumatic modulator in order to generate a pneumatic brake pressure or a brake control pressure for the pneumatic wheel brake actuator wheel by wheel, axle by axle or side by side. The electropneumatic service brake valve device has a service brake actuation mechanism and also has an electrical channel within the electric service brake circuit, which contains an electric brake value transmitter which can be actuated by the service brake actuation mechanism. In addition, an electronic evaluation device is provided for receiving an actuation signal, which sends a brake request signal to an electronic brake control device in dependence on the actuation signal, and at least one pneumatic channel is included in at least one pneumatic service brake circuit, wherein a first actuation force is applied to at least one control piston of a service brake valve device by actuating a service brake actuating mechanism based on a driver's brake request, and the control piston allows a pneumatic brake pressure or a brake control pressure to be generated for a pneumatic wheel brake actuator in response thereto. The electronic evaluation device of the electropneumatic service brake valve device also includes an electronic control device, which is used to generate a second actuation force independently of the driver's brake request, and when there is a brake request independent of the driver's desire, the second actuation force acts on the control piston in the same direction or opposite direction with respect to the first actuation force. The electropneumatic service brake device is powered by a power source independent of a second power source that supplies power to the electropneumatic service brake valve device. This ensures that at least one of the two systems is always functional as far as possible. In this case, the electric or electropneumatic steering device is powered by the second power source. This should result in a higher residual possibility. However, the system is complex and can no longer be implemented in every commercial vehicle.

[0005] DE 10 2016 005 318 A1 discloses a system for providing redundancy of electropneumatic control. The system disclosed there uses a bypass valve to transmit a control pressure depending on the failure of a subsystem, so that in this case at least the pneumatic supply is provided to the corresponding electrically failed circuit. This also increases the residual availability. Similar systems are disclosed in DE 10 2016 010 462 A1 and DE 10 2016 010 464 A1.

[0006] Furthermore, DE 10 2016 010 463 A1 discloses a system and a method in which, if a failure or malfunction of the electronic actuation of a wheel brake of a brake system is detected, a pilot control valve is electronically actuated via a redundant signal. The system attempts to prevent wheel locking.

[0007] DE 10 2017 002 716, DE 10 2017 002 718, DE 10 2017 002 719 and DE 10 2017 002 721 disclose systems in which redundancy is generated pneumatically. Different controlled brake pressures, such as front axle, rear axle or trailer brake pressures, are used in order to provide them as redundancy pressures to failed systems, such as the front axle brake circuit, the rear axle brake circuit, the parking brake circuit or the trailer brake circuit. In this way, lower pneumatic redundancy levels are generated, so that a higher residual availability is also achieved.

[0008] Furthermore, there are systems which include a trailer, as are disclosed, for example, in DE 10 2016 010 461 A1. Summary of the invention

[0009] In this context, the object of the present invention is to equip existing brake systems of the type mentioned above with a homogeneous, fault-tolerant interface for electrified automated brakes.

[0010] The object is achieved by providing a two-channel pressure modulation system in an electrically controllable pneumatic brake system, which is connected between a brake value transmitter and a front axle relay valve and a rear axle relay valve, wherein the two-channel pressure modulation system is designed to receive an electronic brake request signal from an autonomous driving unit and to regulate a front axle brake request pressure and a rear axle brake request pressure in response thereto, and wherein the pressure modulation system is also designed to receive a first front axle brake control pressure and a first rear axle brake control pressure and to regulate the front axle brake request pressure as a function of the first front axle brake control pressure and / or to regulate the rear axle brake request pressure as a function of the first rear axle brake control pressure, at least in the event of a failure of an electronic component of the pressure modulation system. The two-channel pressure modulation system thus forms an interface not only for the brake value transmitter but also for the autonomous driving unit.

[0011] In the electrically controllable pneumatic brake system described here, only relay valves, i.e., front axle relay valves and rear axle relay valves, are provided on the front axle and rear axle instead of single-channel modulators or dual-channel modulators, which control the corresponding brake pressure to the front axle brake actuator or rear axle brake actuator based on the received control pressure, i.e., the front axle brake request pressure or the rear axle brake request pressure. In conventional brake systems (which are pneumatically actuated on the front axle and rear axle), the front axle brake request pressure and the rear axle brake request pressure are controlled by means of a manually actuable brake value transmitter, which is usually a foot brake pedal. According to the invention, a dual-channel pressure modulation system is now arranged between them, which takes over the control of the rear axle and front axle brake request pressures and receives the front axle and rear axle brake control pressures from the manually actuable brake value transmitter, so that the pressure modulation system can handle these pressures if the electronic components of the pressure modulation system fail. This results in redundancy, which allows a higher residual availability and is based on components of existing brake systems.

[0012] In this case, the two-channel pressure modulation system can be partially integrated or fully integrated, for example formed from one, two or more structural units. Preferably, as few different components as possible are provided, so that the assembly and installation in the vehicle are simplified overall. However, it is also important to note that the installation space is used efficiently, so that application cases can also be obtained in which a plurality of individual components are preferred in order to simplify the installation in the vehicle.

[0013] According to the explanation of the brake system, the front axle brake request pressure is volumetrically amplified by the front axle relay valve only in order to provide the front axle brake pressure. The rear axle relay valve is also preferably designed to volumetrically amplify the rear axle brake request pressure only and provide it as the rear axle brake pressure. Both the front axle relay valve and the rear axle relay valve have no intelligence of their own, but are provided only for volumetric amplification of the corresponding control pressure.

[0014] In a first preferred embodiment, the two-channel pressure modulation system is configured to regulate the front axle brake request pressure as a function of the first front axle brake control pressure and / or the rear axle brake request pressure as a function of the first rear axle brake control pressure when at least one of the first front axle brake control pressure and the first rear axle brake control pressure causes a higher front axle brake request pressure and / or a higher rear axle brake request pressure than the front axle brake request pressure and / or the rear axle brake request pressure requested by the electronic brake request signal. In this embodiment, the first front axle brake control pressure and the first rear axle brake control pressure are used not only in the case where the electronic components of the two-channel pressure modulation system have redundancy in the event of a failure, but also in the case where they request a higher front axle brake request pressure or a higher rear axle brake request pressure than the electronic brake request signal provided by the autonomous driving unit. The vehicle driver can manually override the electronic brake request signal regulated by the autonomous driving unit and cause a stronger braking than the autonomous driving unit does. As a result, the safety of the electronically controllable pneumatic brake system can be improved overall, and the driver can intervene in the braking process in a simple manner.

[0015] In a preferred improvement, the two-channel pressure modulation system has a first primary modulator and a first secondary modulator for the first channel, which are pneumatically connected in series, and has a second primary modulator and a second secondary modulator for the second channel, which are also pneumatically connected in series. In this embodiment, the respective first and second primary modulators can be arranged for controlling the brake system in operation, while the first and second secondary modulators are roughly arranged for redundancy when a fault occurs in the brake system and / or in the two-channel pressure modulation system. The first and second primary modulators are preferably arranged pneumatically downstream of the first and second secondary modulators, respectively, that is, the first and second secondary modulators are preferably arranged pneumatically between the brake value transmitter and the first and second primary modulators.

[0016] Furthermore, it is preferably provided that the first primary modulator has a first electronic control unit and the second primary modulator has a second electronic control unit, which respectively receive an electronic brake request signal, wherein the first primary modulator is configured to regulate the front axle brake request pressure in response to receiving the electronic brake request signal, and wherein the second primary modulator is configured to regulate the rear axle brake request pressure in response to receiving the electronic brake request signal. More precisely, the first and second electronic control units have the task of converting the brake request signal, respectively, and controlling the valves of the first and second primary modulators so that the front axle brake request pressure or the rear axle brake request pressure is regulated. In contrast, the first and second secondary modulators preferably have no intelligent device and are directly controlled by a control unit of the brake system, such as the first and second control units, a superordinate central control unit, an autonomous driving unit, etc. The first and second secondary modulators can also be configured as purely pneumatic, i.e. without electrically switchable valves.

[0017] However, it is preferred that the first secondary modulator has one or more electromagnetically switchable first secondary valves, which are electrically connected to the second electronic control unit so as to receive a switching signal from the second electronic control unit, and the second secondary modulator has one or more electromagnetically switchable second secondary valves, which are electrically connected to the first electronic control unit so as to receive a switching signal from the first electronic control unit. In this way, the interconnection between the two channels is realized in an electrical manner. The second electronic control unit of the second primary modulator belonging to the second channel controls the first secondary modulator belonging to the first channel, and vice versa. In this way, redundancy can be better improved. If, for example, in the case of a fault, the first electronic control unit of the first primary modulator fails, the second electronic control unit of the second primary modulator can switch the first secondary modulator so that the latter keeps regulating the front axle brake request pressure or the rear axle brake request pressure. In the reverse case, if the first electronic control unit of the first primary modulator fails, the second electronic control unit of the second primary modulator can control the first secondary modulator so as to further regulate the front axle brake request pressure or the rear axle brake request pressure and brake the vehicle.

[0018] In another preferred embodiment, it is provided that the first secondary modulator has a first secondary reservoir interface for receiving a reserve pressure, a first secondary redundant interface for receiving a first front axle brake control pressure from a brake value transmitter, and a first secondary working interface for regulating a second front axle brake control pressure to the first primary modulator. In a coordinated manner, the second secondary modulator preferably has a second secondary reservoir interface for receiving a reserve pressure, a second secondary redundant interface for receiving a first rear axle brake control pressure from a brake value transmitter, and a second secondary working interface for regulating a second rear axle brake control pressure to the second primary modulator. The first secondary reservoir interface and the second secondary reservoir interface can also be connected to the same compressed air reservoir or to two different compressed air reservoirs for the front axle and rear axle brake circuits. The first secondary reservoir interface is preferably connected to a compressed air reservoir for the front axle brake circuit, and the second secondary reservoir interface is preferably connected to a compressed air reservoir for the rear axle brake circuit. The regulation of the second front axle brake control pressure and the second rear axle brake control pressure is particularly used for pneumatically controlling the first and second primary modulators in a redundant situation when the first or second electronic control unit of the first and second primary modulators fails.

[0019] It is particularly preferred that the first and second secondary redundant interfaces are opened toward the brake value transmitter in normal operation. It is usually provided that the redundant interfaces on these modulators can be cut off by a switching valve, so that the pressure regulated there is no longer further processed. However, according to the embodiment described herein, the first and second secondary redundant interfaces are opened in normal operation and preferably receive the pressure regulated by the brake value transmitter, that is, the first secondary redundant interface continuously receives the first front axle brake control pressure, and the second secondary redundant interface continuously receives the first rear axle brake control pressure. In this way, a "hot redundancy" can be formed, which allows over-adjustment of the brake pressure requested by the electronic brake request signal. Thus, the processing of the first front axle brake control pressure and the first rear axle brake control pressure is also implemented in normal operation, rather than only when the redundancy situation, that is, there is a fault in the brake system.

[0020] In another preferred embodiment, it is provided that the first primary modulator has a first primary reservoir interface for receiving a reserve pressure, a first primary redundant interface for receiving a second front axle brake control pressure, and a first primary working interface for regulating the front axle brake request pressure to the front axle relay valve. In a coordinated manner, the second primary modulator preferably has a second primary reservoir interface for receiving a reserve pressure, a second primary redundant interface for receiving a second rear axle brake control pressure, and a second primary working interface for regulating the rear axle brake request pressure to the rear axle relay valve. The first primary reservoir interface is preferably connected to the first compressed air reservoir, and the second primary reservoir interface is preferably connected to the second compressed air reservoir. The first compressed air reservoir is preferably arranged for the front axle and the front axle brake circuit, while the second compressed air reservoir is arranged for the rear axle or the rear axle brake circuit. However, it can also be provided that not only the first primary reservoir interface but also the second primary reservoir interface is connected to the same compressed air reservoir. In addition, a preferred embodiment is: wherein the first primary redundant interface does not receive the second front axle brake control pressure, but receives the first front axle brake control pressure, and the second primary redundant interface does not receive the second rear axle brake control pressure, but receives the first rear axle brake control pressure. In these cases, the first and second primary modulators are connected directly to the brake value transmitter without the intermediate pneumatic connection of the first and second secondary modulators. It is also conceivable that the first primary modulator receives the second rear axle brake control pressure at its first primary redundant interface and the second primary modulator receives the second front axle brake control pressure at its second primary redundant interface. In this way, a further cross-connection of the modulators is achieved, wherein in this case a complete circuit split is no longer possible.

[0021] It is also preferably provided that the first primary modulator blocks the second front axle brake control pressure if a lower front axle brake request pressure is regulated in response to the second front axle brake control pressure than the front axle brake request pressure requested by the electronic brake request signal. It is also preferably provided that the second primary modulator blocks the second rear axle brake control pressure if a lower rear axle brake request pressure is regulated in response to the second rear axle brake control pressure than the rear axle brake request pressure requested by the electronic brake request signal. It is thus provided that the front axle and rear axle brake control pressures provided by the first and second secondary modulators are only blocked at the primary modulator if the electronic brake request signal requests a higher brake pressure than the brake pressure requested by the first and second secondary modulators (that is, ultimately by the manual brake value transmitter). That is, as a result, the brake request signal uses either the electronic brake request signal or the pressure requested by the manually operable brake value transmitter, which results in a higher brake pressure. The safety of the brake system can thereby be improved overall. By blocking the lower pressure, it is ensured that no double problem occurs, which could lead to undesired wheel locking or axle locking.

[0022] It is also preferably provided that the first primary modulator has a first primary pressure sensor, which is arranged downstream of the first primary redundant interface, so as to detect the pressure existing on the first primary redundant interface and provide a corresponding first pressure signal to the first electronic control unit. In addition, the second primary modulator preferably has a second primary pressure sensor, which is arranged downstream of the second primary redundant interface, so as to detect the pressure existing on the second primary redundant interface and provide a corresponding second pressure signal to the second electronic control unit. The first and second pressure signals can be used to measure how high the pressure is regulated by the manually operable brake value transmitter to the first and second primary modulators through the first and second secondary modulators. The electronic control unit of the primary modulator can determine based on the first and second pressure signals whether the brake pressure requested by the manual brake value transmitter is higher than the brake pressure requested by the electronic brake request signal of the autonomous driving unit. Depending on how high the pressure is on the first and second primary redundant interfaces, the first and second electronic control units of the first and second primary modulators can cut off their respective primary redundant interfaces to prevent pressure regulation.

[0023] It is also preferred that the electronically controllable pneumatic brake system has a first brake desired pressure sensor for detecting a first front axle brake control pressure and a second brake desired pressure sensor for detecting a first rear axle brake control pressure. The first and second brake desired pressure sensors are preferably pneumatically connected between the brake value transmitter and the respective first and second secondary modulators in order to detect the first front axle brake control pressure or the first rear axle brake control pressure regulated by the brake value transmitter. In this regard, the superordinate electronic control unit or the first and second electronic control units of the first and second primary modulators can also determine whether the brake pressure requested by the brake value transmitter is higher or the brake pressure requested by the autonomous driving unit by means of the electronic brake request signal is higher.

[0024] According to another preferred embodiment, the first brake desired pressure sensor provides a third pressure signal to the second electronic control unit, and the second brake desired pressure sensor provides a fourth pressure signal to the first electronic control unit. In this way, the first electronic control unit obtains information about how high the first rear axle brake control pressure regulated by the brake value transmitter for the second channel is. In an inverted manner, the second electronic control unit also receives information about how high the first front axle brake control pressure regulated by the brake value transmitter to the first channel is. This is particularly preferred in the case of, for example, failure of one of the electronic control units. If, for example, the second electronic control unit fails, the first electronic control unit receives information about how high the first rear axle brake control pressure regulated by the vehicle driver with the aid of the brake value transmitter is, so that the first electronic control unit can electronically control the second secondary modulator in this case, so as to achieve electronically regulating the rear axle brake pressure through it, and vice versa. In this way, another electronic redundancy can be generated.

[0025] In a second aspect of the invention, the aforementioned object is achieved by a vehicle, in particular a commercial vehicle, having an electronically controllable pneumatic brake system according to one of the aforementioned embodiments of the electronically controllable pneumatic brake system according to the first aspect of the invention. It should be understood that the electronically controllable pneumatic brake system according to the first aspect of the invention and the vehicle according to the second aspect of the invention have identical and similar sub-aspects, as they are specified in particular in the dependent claims. In this respect, reference is made to the above description in its entirety.

[0026] The following describes the embodiments of the present invention in conjunction with the accompanying drawings. These do not necessarily have to represent the embodiments in proportion, but if this helps to explain, the accompanying drawings are shown in schematic and / or slightly distorted form. The supplement of the teaching that can be directly understood from the accompanying drawings can refer to the relevant prior art. At this point, it should be taken into account that, without departing from the overall idea of ​​the present invention, various modifications and changes can be made to the form and details of the embodiments. The features of the present invention disclosed in the specification, the accompanying drawings and the claims are important for the improvement of the present invention not only individually but also in any way. In addition, all combinations of at least two of the features disclosed in the specification, the accompanying drawings and / or the claims fall within the scope of the present invention. The general idea of ​​the present invention is not limited to the form or details of the preferred embodiments shown and described below or is not limited to the subject matter that will be restricted compared to the subject matter claimed in the claims. In the case of a given measurement range, the numerical value within the boundary should also be disclosed and used arbitrarily and claimed as a threshold value. Based on simplification considerations, the same figure mark is used below for the same or similar parts or parts with the same or similar functions. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Further advantages, features and details of the present invention are obtained from the following description of preferred embodiments in conjunction with the accompanying drawings; in which:

[0028] Figure 1 An electrically controllable pneumatic brake system according to the prior art is shown;

[0029] Figure 2 An electrically controllable pneumatic brake system according to an embodiment of the present invention is shown;

[0030] Figure 3 A view showing a dual channel pressure modulation system;

[0031] Figure 4 A partial detail diagram showing a dual channel pressure modulation system; and

[0032] Figure 5 A second detailed view of the dual channel pressure modulation system is shown. Specific implementation plan

[0033] Figure 1 First, a pneumatic brake system 1' according to the prior art is shown. The brake system 1' comprises a front axle brake circuit 2 for the front axle VA and a rear axle brake circuit 4 for the first rear axle HA and the second rear axle HA2. A parking brake circuit 6 is also provided for the rear axles HA and HA2. The front axle brake circuit 2 is supplied by the first compressed air reservoir 3, and the rear axle brake circuit 4 is supplied by the second compressed air reservoir 5. Both the first compressed air reservoir 3 and the second compressed air reservoir 5 provide a reserve pressure pV. The parking brake circuit 6 is also supplied by the second compressed air reservoir 5. A first and a second front axle brake actuator 8a, 8b are provided on the front axle VA, and a total of four rear axle brake actuators 10a, 10b, 10c, 10d are provided on the first and second rear axles HA and HA2. The rear axle brake actuators 10a to 10d are constructed as a whole as so-called Tristop brake cylinders and can act not only as a service brake but also as a parking brake, specifically, they have a spring-charged brake cylinder.

[0034] The pneumatic brake system 1' is purely pneumatically controlled in this embodiment. For this purpose, a brake value transmitter BST is provided, which is connected not only to the first compressed air reservoir 3 but also to the second compressed air reservoir 5. The brake value transmitter BST is constructed as a so-called 2P brake value transmitter and has two pneumatic outputs but no electrical output. When actuated, the brake value transmitter BST provides a first front axle brake control pressure pVBS1 at a first output and a first rear axle brake control pressure pHBS1 at a second interface. The first front axle brake control pressure pVBS1 is provided to the front axle relay valve 20 via the front axle 3 / 2-way valve 206, which amplifies the volume of the first front axle brake control pressure and regulates the front axle brake pressure pBVA for the first and second front axle brake actuators 8a, 8b based on this. In order to obtain the braking of the matching wheels here, the first and second front axle ABS valves 208a, 208b are provided between the front axle relay valve 20 and the first or second front axle brake actuators 8a, 8b, which are electrically connected to the central module 210 so as to be switched by the central module. The central module 210 is also connected in a known manner to wheel sensors 212a, 212b on the front axle VA.

[0035] The rear axles HA and HA2 are controlled in a similar manner. For this purpose, the first rear axle brake control pressure pHBS1 is provided to the rear axle relay valve 220 via the rear axle 2 / 3-way valve 216, which amplifies the volume of the first rear axle brake control pressure pHBS1 and regulates it to the first and second rear axles HA and HA2 as rear axle brake pressure pBHA. As on the front axle, rear axle ABS valves 218a and 218b are provided on the rear axles HA and HA2, so that locking of the individual wheels on the rear axles HA and HA2 can be prevented. In a known manner, first and second wheel speed sensors 220a and 220b are also provided on the second rear axle HA2, which are in turn connected to the central module 210.

[0036] Figure 1 Other elements visible in the vehicle, such as in particular the parking brake valve 222, the push-pull valve 224 and the trailer control valve 226, are no longer relevant within the scope of the invention described below and are therefore not described in detail here. They merely illustrate that the invention described here is not only designed to be used for vehicles 200 with and without trailers, but also for vehicles 200 for the European and American markets.

[0037] Now, Figure 2 A first exemplary embodiment of an electrically controllable pneumatic brake system 1 is shown, which is based on the Figure 1 The pneumatically controllable brake system 1' is constructed. In principle, first, it has been set according to Figure 1 All elements in the pneumatically controllable brake system 1 '. In this respect, reference is made to the above description in its entirety. The following description especially describes the differences with the pneumatically controllable brake system 1 ' according to the prior art.

[0038] The electrically controllable pneumatic brake system 1 according to the present invention is equipped with a dual-channel pressure modulation system 50, which is connected between the brake value transmitter BST and the corresponding front axle relay valve and rear axle relay valve 20, 22. The dual-channel pressure modulation system is connected to the autonomous driving unit 204 via the first bus 230 and the second bus 232 and receives the electronic brake request signal SB therefrom. The dual-channel pressure modulation system 50 also receives the reserve pressure pV. For this purpose, the dual-channel pressure modulation system 50 is connected not only to the first compressed air reservoir 3 but also to the second compressed air reservoir 5. For this purpose, the dual-channel pressure modulation system 50 regulates the front axle brake request pressure pVAS and the rear axle brake request pressure pHAS based on the received electronic brake request signal SB. In accordance with Figure 2 In the embodiment of the invention, the front axle brake request pressure pVAS is delivered to the front axle relay valve 20, which amplifies its volume and regulates the front axle brake pressure pBVA based on this. The front axle brake request pressure pVAS is controlled by the front axle relay valve 20 and the front axle relay valve 20 according to Figure 1 The pneumatically controllable brake system 1' is treated in the same way as the first front axle brake control pressure pVBS1. Instead of the first front axle brake control pressure pVBS1, according to the present invention, the front axle brake request pressure pVAS is provided to the front axle relay valve 20, which is regulated by the two-channel pressure modulation system 50. In a corresponding manner, the two-channel pressure modulation system 50 also regulates the rear axle brake request pressure pHAS to the rear axle relay valve 220, and the rear axle relay valve performs a volume amplification of the rear axle brake request pressure and provides the rear axle brake pressure pBHA to the rear axles HA and HA2. This is also in principle combined with Figure 1 This is done by means of a front-axle 3 / 2-way valve 206 and a rear-axle 3 / 2-way valve 216 , although these two are not mandatory for the present invention.

[0039] Furthermore, the two-channel pressure modulation system 50 also receives the first front axle brake control pressure pVBS1 and the first rear axle brake control pressure pHBS1 of the brake value transmitter BST. These two pressures, namely the first front axle brake control pressure pVBS1 and the first rear axle brake control pressure pHBS1, are processed by the two-channel pressure modulation system 50. In particular, it is provided that the two-channel pressure modulation system 50 uses the first front axle brake control pressure pVBS1 and the first rear axle brake control pressure pHBS1 for this purpose, and in the case of redundancy, if a fault occurs in the electronic components of the two-channel pressure modulation system 50, the front axle brake request pressure pVAS and / or the rear axle brake request pressure pHAS are redundantly controlled.

[0040] In addition to the function of applying the first front axle brake control pressure pVBS1 and the first rear axle brake control pressure pHBS1 regulated by the brake value transmitter BST in a redundant situation, the two-channel pressure modulation system 50 preferably also has the functionality to apply these two pressures if they trigger a higher front axle brake request pressure pVAS or a higher rear axle brake request pressure pHAS than would be the case based on the electronic brake request signal SB. In other words, the two-channel pressure modulation system 50 preferably allows an overcontrol of the electronic brake request signal SB by manual operator interaction at the brake value transmitter BST.

[0041] Specifically, the dual-channel pressure modulation system 50 according to the embodiment shown here is formed by four building blocks, namely, a first primary modulator 52, a first secondary modulator 54, a second primary modulator 56 and a second secondary modulator 58. Figures 3 to 5 The working mode and precise structure of these individual components are explained in detail. A combination of primary and secondary modulators is provided for each of the two channels of the dual-channel pressure modulation system 50. The combination of the first primary modulator 52 and the first secondary modulator 54 is used for the first channel K1, which is the front axle channel here, and the combination of the second primary modulator 56 and the second secondary modulator 58 is used for the second channel K2, which is the rear axle channel here. Compressed air reservoirs 3 and 5 are assigned to each channel K1 and K2. A first compressed air reservoir 3 is assigned to the first channel K1, and a second compressed air reservoir 5 is assigned to the second channel K2. The compressed air reservoirs 3 and 5 are assigned separately in circuit as a whole.

[0042] Figure 3 It can be seen that the brake value transmitter BST is connected not only to the first compressed air reservoir 3 but also to the second compressed air reservoir 5. When the brake value transmitter BST is actuated, the first front axle brake control pressure pVBS1 and the first rear axle brake control pressure pHBS1 are regulated. Figure 3 It can be seen that the first primary modulator 52 is connected to the first compressed air reservoir 3 and receives the reserve pressure pV therefrom. Similarly, the second primary modulator 56 is connected to the second compressed air reservoir 5 and receives the reserve pressure pV therefrom. The first and second primary modulators 52, 56 are also connected to the autonomous driving unit 204 via the first and second buses 230, 232 and receive the electronic brake request signal SB therefrom. The first primary modulator 52 is connected to the first voltage source 236 via the first voltage line 234, and the second primary modulator 56 is connected to the second voltage source 240 via the second voltage line 238. The first and second voltage sources 236, 240 are separate, so that the first and second primary modulators 52, 56 are supplied by separate voltage sources 236, 240.

[0043] The first primary modulator 52 has a first electronic control unit ECU1, and the second primary modulator 56 has a second electronic control unit ECU2. The first and second electronic control units ECU1, ECU2 are used to convert the electronic brake request signal SB into a switching signal. Figure 4 and Figure 5 1 and 1. Based on the received electronic brake request signal SB, the first primary modulator 52 regulates the front axle brake request pressure pVAS, and the second primary modulator 56 regulates the rear axle brake request pressure pHAS. More specifically, these two pressures are provided to the first and second primary working interfaces 52.3 and 56.3. The first primary working interface 52.3 (see Figure 2 ) is connected to the front axle 2 / 3-way valve 206 and through it is connected to the control interface of the front axle relay valve 20. However, the first primary working interface 52.3 can also be directly connected to the corresponding control interface of the front axle relay valve 20. Similarly, the second primary working interface 56.3 is connected to the rear axle relay valve 22, more precisely to its control interface, through the rear axle 2 / 3-way valve 216. However, similarly, the second primary working interface 56.3 can also be directly connected to the control interface of the rear axle relay valve 22.

[0044] According to this embodiment, the first and second secondary modulators 54, 58 are arranged between the brake value transmitter BST and the first and second primary modulators 52, 56. Here, the first secondary modulator 54 is assigned to the first channel K1 and is pneumatically arranged between the brake value transmitter BST and the first primary modulator 52, and the second secondary modulator 58 is assigned to the second channel K2 and is pneumatically arranged between the brake value transmitter BST and the second primary modulator 56. The first secondary modulator 54 receives the reserve pressure pV on the first secondary reservoir interface 54.1. For this purpose, the first secondary modulator 54 is connected to the first compressed air reservoir 3 by means of its first secondary reservoir interface 54.1. In addition, the first secondary modulator 54 is connected to the brake value transmitter BST and receives the first front axle brake control pressure pVBS1 from it. For this purpose, the brake value transmitter BST is connected to the first secondary redundant interface 54.2 of the first secondary modulator 54. The first secondary modulator 54 is configured to amplify the volume of the first front axle brake control pressure pVBS1 regulated at the first secondary redundant interface 54.2, and to regulate the volume-amplified pressure as the second front axle brake control pressure pVBS2 to the first secondary working interface 54.3 of the first secondary modulator. However, it is also conceivable that no volume amplification is performed here, but only transmission. For this purpose, the first secondary modulator 54 does not need its own intelligent device. According to Figure 3 In the embodiment shown, the first secondary modulator 54 is constructed without its own electronic control unit.

[0045] The second front axle brake control pressure pVBS2 regulated by the first secondary modulator 54 is provided to the first primary modulator 52. To achieve this purpose, the first secondary working interface 54.3 is connected to the first primary redundant interface 52.2 of the first primary modulator 52. The first primary modulator 52 is configured to amplify or transmit the second front axle brake control pressure pVBS2 received on the first primary redundant interface 52.2 and regulate it as the front axle brake request pressure pVAS. This is especially true in the case of a failure of the first electronic control unit ECU1 of the first primary modulator 52, which cannot process or cannot correctly process the electronic brake request signal SB of the autonomous driving unit 204. In this case, the first primary modulator 52 can apply the second front axle brake control pressure pVBS2 regulated by the first secondary modulator 54 to redundantly regulate the front axle brake request pressure pVAS. That is, in the case where the first electronic control unit ECU1 cannot process or cannot correctly process the electronic brake request signal SB, the front axle brake request pressure pVAS can still be regulated so that the vehicle 200 can be braked in this case.

[0046] The above-mentioned embodiments for the first channel K1 are preferably also applicable to the second channel K2 accordingly. In the second channel K2, the second secondary modulator 58 is also supplied with the reserve pressure pV and is connected to the second compressed air reservoir 5 by means of the second secondary reservoir interface 58.1 for this purpose. In addition, the second secondary modulator 58 is connected to the brake value transmitter BST and receives the first rear axle brake control pressure pHBS1 therefrom. To achieve this purpose, the second secondary modulator 58 is connected to the brake value transmitter BST by means of the second secondary redundant interface 58.2. The second secondary modulator 58 is configured to amplify or transmit the first rear axle brake control pressure pHBS1 received at the second secondary redundant interface 58.2 and provide it as the second rear axle brake control pressure pHBS2 at the second secondary working interface 58.3. The second primary modulator 56 is configured to receive the second rear axle brake control pressure pHBS2 and has a second primary redundant interface 56.2 for this purpose, which is connected to the second secondary working interface 58.3 and receives the second rear axle brake control pressure pHBS2. The second primary modulator 56 is configured to amplify or transfer the second rear axle brake control pressure pHBS2 and regulate it to the second primary working interface 56.3 as the rear axle brake request pressure pHAS. This is especially true when the second electronic control unit ECU2 of the second primary modulator 56 fails and the second primary modulator 56 cannot or cannot correctly process the electronic brake request signal SB. In this case, the second primary modulator 56 can redundantly regulate the rear axle brake request pressure pHAS based on the second rear axle brake control pressure pHBS2.

[0047] Now combine Figure 4 and Figure 5 The exact structure of the dual-channel pressure modulation system 50, that is, in particular, the first and second primary modulators 52, 56 and the first and second secondary modulators 54, 58, is described in detail. Figure 4 A first channel K1 comprising a first primary modulator 52 and a first secondary modulator 54 is shown. Figure 5 Likewise shown is a second channel K2 comprising a second primary modulator 56 and a second secondary modulator 58 .

[0048] See also Figure 4 , the first secondary modulator 54 has a plurality of electromagnetically switchable first secondary valves 55, which constitute the first secondary pilot control unit 100 here. In addition, the first secondary modulator 54 has a first secondary main valve unit 102. The first secondary pilot control unit 100 has a first secondary inlet valve 103, a first secondary outlet valve 104 and a first secondary redundant valve 105. All three valves 103, 104, 105 are configured as 2 / 2-way valves here. It should be understood that this is not mandatory, and the first secondary inlet valve 103 and the first secondary outlet valve 104 can also be integrated together in a 2 / 3-way valve, which in principle acts as a combined inlet and outlet valve in a known manner.

[0049] The first secondary redundant valve 105 is monostable. Figure 4 In the currentless switching position shown, it is open. It has a first secondary redundancy valve interface 105.1, which is connected to the first secondary redundancy interface 54.2 and thus receives the first front axle brake control pressure pVBS1 regulated to it. The second secondary redundancy valve interface 105.2 is connected to the first secondary main valve unit 102 and when the first secondary redundancy valve 105 is Figure 4When the first front axle brake control pressure pVBS1 is regulated as the first control pressure pS1 when the valve is opened as shown. The first secondary main valve unit 102 is configured as a first secondary relay valve 106. The first secondary relay valve 106 has a first secondary relay valve reservoir interface 106.1, which is connected to the first secondary reservoir interface 54.1 and receives the reserve pressure pV. It also has a first secondary relay valve working interface 106.2, which is connected to the first secondary working interface 54.3, so as to regulate the second front axle brake control pressure pVBS2 thereto. The first secondary relay valve 106 also has a first secondary relay valve exhaust interface 106.3, which is connected to the exhaust end, and has a first secondary relay valve control interface 106.4, to which the first control pressure pS1 is regulated. The first secondary relay valve 106 is configured to amplify the volume of the first control pressure pS1 regulated at the first secondary relay valve control interface 106.4 and provide it as the second front axle brake control pressure pVBS2. If the first front axle brake control pressure pVBS1 is provided to the first secondary modulator 54 via the first secondary redundancy interface 54.2, the first front axle brake control pressure is provided to the first secondary relay valve 106 via the opened first secondary redundancy valve 105, amplified in volume, and provided as the second front axle brake control pressure pVBS2, specifically, to the first primary redundancy interface 52.2 connected to the first secondary working interface 54.3.

[0050] As described above, the first primary modulator 52 has a first electronic control unit ECU1, which constitutes the intelligence of the first primary modulator 52 and receives and processes the electronic brake request signal SB. The first primary modulator 52 has a first primary pilot control unit 62 and a first primary main valve unit 64 in its interior. They are identical to the first secondary pilot control unit 100 and the first secondary main valve unit 102 as a whole. In this respect, the first primary pilot control unit 62 has a first primary inlet valve 107, a first primary outlet valve 108 and a first primary redundant valve 109. Here, the first primary redundant valve 109 is again configured as a monostable two-position two-way valve, which is in an open switching position when there is no current, as shown in FIG. Figure 4 As shown. The first primary intake valve 107 and the first primary outlet valve 108 are shown as monostable two-position two-way valves, however, they are closed when there is no current. It should also be understood that the first primary intake valve 107 and the first primary outlet valve 108 can also be integrated together in a two-position three-way valve. The first primary intake valve 107 has a first primary intake valve interface 107.1, which is connected to the first primary reservoir interface 52.1 and receives the reserve pressure pV. The second primary intake valve interface 107.2 is connected to the first primary main valve unit 64, more precisely to the first primary relay valve 110. The first primary intake valve 107 can be switched from the first primary main valve unit 64 by providing a first switching signal S1 by the first electronic control unit ECU1. Figure 4 The off switch position shown is switched to Figure 4 The open switching position (not shown) causes the reserve pressure pV to be conducted through the first primary intake valve 107 and provided as the second control pressure pS2 to the first primary relay valve 110. The first primary relay valve 110 has a first primary relay valve reservoir interface 110.1, which is connected to the first primary reservoir interface 52.1 and receives the reserve pressure pV. The first primary relay valve 110 also has a first primary relay valve working interface 110.2, which is connected to the first primary working interface 52.3, for regulating the front axle brake request pressure pVAS. In addition, the first primary relay valve 110 has a first primary relay valve exhaust interface 103 connected to the exhaust end and a first primary relay valve control interface 110.4, which is connected to the first primary pilot control unit 62 and receives the second control pressure pS2. The first primary relay valve 110 is configured to amplify the volume of the received second control pressure pS2 and provide it to the first primary working interface 52.3 as the front axle brake request pressure pVAS, and the first primary relay valve controls the front axle brake request pressure from the first primary working interface to the front axle relay valve 20 to form the front axle brake pressure pBVA. In order to exhaust the second control pressure pS2 or the first primary relay valve control interface 110.4, a first primary outlet valve 108 is provided. The first primary outlet valve 108 has a first primary outlet valve interface 108.1 connected to the first primary relay valve control interface 110.4 and a second primary outlet valve interface 108.2 connected to the exhaust end 7. The first primary outlet valve 108 can be switched from the first primary outlet valve 108 by a second switching signal S2 provided by the first electronic control unit ECU1. Figure 4 The switch position shown is closed and turned into Figure 4 The first electronic control unit ECU1 converts the electronic brake request signal SB into a first and a second switching signal S1, S2, so that the front axle brake request pressure pVAS is adjusted in coordination with the electronic brake request signal SB.

[0051] like Figure 4It can be seen that the first primary modulator 52 also includes a first primary pressure sensor 66, which is arranged between the first primary redundant interface 52.2 and the first primary redundant valve 109, so as to detect the second front axle brake control pressure pVBS2 regulated to the first primary redundant interface 52.2. The first primary pressure sensor 66 provides a first pressure signal SP1 to the first electronic control unit ECU1, which represents the second front axle brake control pressure pVBS2. The first electronic control unit ECU1 is configured to process the first pressure signal SP1. It is provided that the first electronic control unit ECU1 closes the first primary redundant valve 109 by means of the third switching signal S3, so that if the first pressure signal SP1 shows that the front axle brake request pressure pVAS regulated in response to the second front axle brake control pressure pVBS2 is less than the front axle brake request pressure pVAS regulated based on the electronic brake request signal SB, the second front axle brake control pressure pVBS2 is cut off. That is, the first electronic control unit ECU1 decides whether the front axle brake request pressure pVAS is regulated based on the electronic brake request signal SB or based on the second front axle brake control pressure pVBS2, depending on which of them results in a higher front axle brake request pressure pVAS. This functionality can also be called "hot redundancy", because the vehicle driver can use the brake value transmitter BST to exceed the first front axle brake control pressure pVBS1 and the second front axle brake control pressure pVBS2 and purely pneumatically over-regulate the front axle brake request pressure pVAS regulated based on the electronic brake request signal SB to cause stronger braking. However, as long as the vehicle driver only requests a smaller front axle brake request pressure pVAS with the help of the brake value transmitter BST, the first electronic control unit ECU1 closes the first primary redundancy valve 109 and cuts off the second front axle brake control pressure pVBS2, so that the front axle brake request pressure pVAS is regulated only based on the electronic brake request signal SB. In order to convert this functionality, the first secondary redundancy valve 105 and / or the first primary redundancy valve 109 are preferably opened in the normal mode of the vehicle 200.

[0052] As already mentioned, the first channel K1 and the second channel K2 are constructed in substantially the same manner. In this respect, the second secondary modulator 58 comprises an electromagnetically switchable second secondary valve 59, which constitutes a second secondary pilot control unit 120. In addition to the second secondary pilot control unit, the second secondary modulator 58 also has a second secondary main valve unit 122. The second secondary pilot control unit 120 has a second secondary inlet valve 123, a second secondary outlet valve 124 and a second secondary redundant valve 125. All three valves 123, 124, 125 are again constructed as monostable two-position two-way switching valves. However, it is also preferred that the second secondary inlet valve 123 and the second secondary outlet valve 124 together constitute a two-position three-way valve. The second secondary redundant valve 125 has a third secondary redundant valve interface 125.1 and a fourth secondary redundant valve interface 125.2. The third secondary redundant valve interface 125.1 is connected to the second secondary redundant interface 58.2 and receives the first rear axle brake control pressure pHBS1 therefrom. The second secondary redundancy valve 125 is open when there is no current and is connected to the second secondary main valve unit 122 via the fourth secondary redundancy valve port 125.2 in order to regulate the first rear axle brake control pressure pHBS1 there as the third control pressure pS3. The second secondary main valve unit 122 has a second secondary relay valve 126. The second secondary relay valve 126 has a second secondary relay valve reservoir port 126.1, which is connected to the second secondary reservoir port 58.1 and receives the reserve pressure pV therefrom. In addition, the second secondary relay valve 126 has a second secondary relay valve working port 126.2, which is connected to the second secondary working port 58.3 and regulates the second rear axle brake control pressure pHBS2 thereto. The second rear axle brake control pressure is then regulated to the second primary redundancy port 56.2 and provided to the second primary modulator 56.

[0053] As already described in conjunction with the first primary modulator 52, the second primary modulator 56 also has a second primary pilot control unit 72 and a second primary main valve unit 74. The second primary pilot control unit 72 has a second primary inlet valve 127, a second primary outlet valve 128, and a second primary redundant valve 129.

[0054] The second primary inlet valve 127 has a third primary inlet valve port 127.1, which is connected to the second primary reservoir port 56.1 and receives the reserve pressure pV. The fourth primary inlet valve port 127.2 is connected to the second primary main valve unit 74 and controls the fourth control pressure pS4 thereto. More precisely, the second primary main valve unit 74 includes a second primary relay valve 130, which has a second primary relay valve reservoir port 130.1 (which is connected to the second primary reservoir port 56.1 and receives the reserve pressure pV therefrom), a second primary relay valve working port 130.2 (which is connected to the second primary working port 56.3 in order to provide the rear axle brake request pressure pHAS thereto), a second primary relay valve exhaust port 130.3 (which is connected to the exhaust end) and a second primary relay valve control port 130.4 (which is connected to the second primary pilot control unit 72 and receives the fourth control pressure pS4). The second primary relay valve 130 is configured to receive the fourth control pressure pS4, amplify its volume, and regulate the rear axle brake request pressure pHAS based on the received fourth control pressure pS4. In order to exhaust the second primary relay valve control interface 130.4, a second primary outlet valve 128 is provided, which is connected to the second primary relay valve control interface 130.4 via a third primary outlet valve interface 128.1. The fourth primary outlet valve interface 128.2 is connected to the exhaust port 7. The second electronic control unit ECU2 uses the seventh and eighth switching signals S7 and S8 to make the second primary intake valve 127 and the second primary outlet valve 128 from the corresponding Figure 5 The first switch position shown is closed. Figure 5 The second open switching position (not shown). The fourth control pressure pS4 can be regulated by means of the seventh switching signal S7, and the rear axle brake request pressure pHAS is regulated in response thereto. The second primary outlet valve 128 is switched again by the eighth switching signal S8, so that the fourth control pressure pS4 is exhausted, and the rear axle brake request pressure pHAS is not regulated. The second electronic control unit ECU2 is configured to receive the electronic brake request signal SB and to provide the seventh and eighth switching signals S7, S8 respectively in response thereto, so that the rear axle brake request pressure pHAS is regulated, which is coordinated with the electronic brake request signal SB.

[0055] As also described in conjunction with the first primary modulator 52, the second primary modulator 56 also has a redundant valve, namely a second primary redundant valve 129. The second primary redundant valve 129 has a third primary redundant valve interface 129.1, which is connected to the second primary redundant interface 56.2 and receives the second rear axle brake control pressure pHBS2 via it. Pneumatically arranged downstream of the second primary redundant interface 56.2 is a second primary pressure sensor 76, which provides a second pressure signal SP2 to the second electronic control unit ECU2. The second electronic control unit ECU2 is coordinated with the first electronic control unit ECU1 to compare the second pressure signal SP2 with the brake request signal SB and to determine accordingly: based on which signal the higher rear axle brake request pressure pHAS is regulated. Reference is made to the above description for the exact function, because it applies accordingly here.

[0056] In addition to the above-mentioned pure pneumatic redundancy, the first front axle brake control pressure pVBS1 and the first rear axle brake control pressure pHBS1 are first regulated only by the brake value transmitter BST, and are provided to the first and second secondary modulators 54, 58, which respectively amplify and / or conduct these pressures, and the pressures after volume amplification or conduction are provided to the first and second primary modulators 52, 56 as the second front axle brake control pressure pVBS2 or the second rear axle brake control pressure pHBS2, and the first and second primary modulators process these pressures as redundant pressures and regulate the front axle brake request pressure pVAS or the rear axle brake request pressure pHAS based on them purely pneumatically. No electronic equipment is required for this purpose. These redundant valves, namely, the first secondary redundant valve 105, the first primary redundant valve 108, the second secondary redundant valve 125 and the second primary redundant valve 129, are open when there is no current.

[0057] Electronic redundancy now utilizes the first brake desired pressure sensor 80 and the second brake desired pressure sensor 82 (see Figure 3). The first brake desired pressure sensor 80 is used to detect the first front axle brake control pressure pVBS1, and the second brake desired pressure sensor 82 is used to detect the first rear axle brake control pressure pHBS1. For this purpose, the two brake desired pressure sensors 80, 82 are arranged downstream of the brake value transmitter BST. The first brake desired pressure sensor 80 is connected to the second electronic control unit ECU2 of the second primary modulator 56 and provides the third pressure signal SP3 thereto. In a corresponding manner, the second brake desired pressure sensor 82 is connected to the first electronic control unit ECU1 of the first primary modulator 52 and provides the fourth pressure signal SP4 thereto. In this way, the second primary modulator 56 provided for the second channel K2 obtains information about the manually adjusted first front axle brake control pressure pVBS1 for the first channel K1. The first primary modulator 52 also obtains information about the manually adjusted first rear axle brake control pressure pHBS1 for the second channel K2.

[0058] In addition, the first electronic control unit ECU1 is connected to the second secondary modulator 58, and the second electronic control unit ECU2 is connected to the first secondary modulator 54. A cross arrangement is provided here. The first electronic control unit ECU1 is provided and constructed to provide switching signals S10, S11, S12 to the second secondary modulator 58 (more precisely to the electromagnetically switchable second secondary valve 59). In addition, the second electronic control unit ECU2 is provided and constructed to provide switching signals S4, S5, S6 to the first secondary modulator 54 (more precisely to the electromagnetically switchable first secondary valve 55) in order to switch them. In this way, it is not necessary to convert the first front axle brake control pressure pVBS1 or the first rear axle brake control pressure pHBS1 purely pneumatically in the first and second secondary modulators 54, 58 in a redundant situation, when, for example, the first electronic control unit ECU1 or the second electronic control unit ECU2 fails. Instead, the corresponding third and fourth pressure signals SP3, SP4 can be used, and the first or second primary modulator 52, 56 can then correspondingly drive the second or first secondary modulator 54, 58 respectively assigned, so as to achieve electronic control of the second front axle brake control pressure pVBS2 or the second rear axle brake control pressure pHBS2 in this way. It can also be converted purely pneumatically as a redundant pressure when the primary modulator 52, 56 fails respectively. This makes it possible for the primary modulator 52, 56 that is still active to use not only the pure magnitude of the pressure controlled by the brake value transmitter BST, but also, in particular, other information such as brake pressure distribution, load, etc. provided via the first or second bus 230, 232 of the autonomous driving unit 204.

[0059] Details can be found in Figure 4 and Figure 5In combination with the first secondary modulator 54, it can be seen that the first secondary intake valve 103 can be switched from the fourth switching signal S4 of the second electronic control unit ECU2 Figure 4 The first switch position shown closed enters Figure 4 The first secondary outlet valve 104 can also be switched from a fifth switching position (not shown) to an open second switching position (not shown). Figure 4 The first switch position shown is closed. Figure 4 The first secondary inlet valve 103 has a first secondary inlet valve connection 103.1, which is connected to the first secondary reservoir connection 54.1 and receives the reserve pressure pV therefrom. By switching the first secondary inlet valve 103 to the open second switching position (not shown), the first secondary inlet valve 103 has a first secondary inlet valve connection 103.1, which is connected to the first secondary reservoir connection 54.1 and receives the reserve pressure pV therefrom. Figure 4 In the second switching position (not shown), the reserve pressure pV is conducted to the second secondary intake valve connection 103.2 and provided as the first control pressure pS1 to the first secondary main valve unit 102 (more precisely to the first secondary relay valve control connection 106.4). The first secondary relay valve 106 then controls the second front axle brake control pressure pVBS2. This control is called electronic control because it is based on an electrically switched valve, i.e., on the first secondary intake valve 103. During its operation, it can be provided that the first secondary redundant valve 105 is brought to the position where the brake is turned off by providing the seventh switching signal S6 by the second electronic control unit ECU2. Figure 4 The closed second switching position (not shown) is used to cut off the first front axle brake control pressure pVBS1 in order to avoid overshoot. For exhausting the first secondary main valve unit 102, a first secondary outlet valve 104 is provided, which is connected to the first secondary main valve unit 102 via a first secondary outlet valve interface 104.1. The second secondary outlet valve interface 104.2 is connected to the exhaust port 7. The first secondary main valve unit 102 can be exhausted by providing a fifth switching signal S5 by the second electronic control unit ECU2.

[0060] The same applies to the second channel K2 and the second secondary modulator 58. Figure 5 It can be seen that the second secondary intake valve 123 can be switched by the tenth switching signal S10, which is provided by the first electronic control unit ECU1, that is, from Figure 5 The first switch position shown is closed. Figure 5 The second secondary outlet valve 124 can be switched from the first electronic control unit ECU1 to the second open switching position (not shown). Figure 5 The first switching position shown as closed is switched to Figure 5 The second secondary redundancy valve 125 can be switched to the second open switching position (not shown) by means of a twelfth switching signal S12 of the first electronic control unit ECU1. Figure 5The first switch position shown is open to enter Figure 5 The closed second switching position (not shown) can be switched again in order to provide the third control pressure pS3. The second secondary inlet valve 123 can be connected to the second secondary reservoir connection 58.1 with a third secondary inlet valve connection 123.1 and receives the reserve pressure pV, and is connected to the second secondary main valve unit 122 (more precisely, to the second secondary relay valve control connection 126.4) with a fourth secondary inlet valve connection 132.2 in order to provide the third control pressure pS3. The second secondary outlet valve 124 can be switched, which is itself connected to the second secondary main valve unit 122 with a third secondary outlet valve connection 124.1 and to the exhaust port 7 with a fourth secondary outlet valve connection 124.2. In this way, it can be achieved that the second rear axle brake control pressure pHBS2 is electronically controlled, as described in conjunction with the first channel K1. During this control, it can be provided that the second secondary redundancy valve 125 is closed by providing the twelfth switching signal S12 in order to cut off the first rear axle brake control pressure pHBS1.

[0061] List of reference numerals (description part)

[0062] 1 Electrically controlled pneumatic brake system

[0063] 1' Pneumatic brake system (existing technology)

[0064] 2 Front axle brake circuit

[0065] 3 First compressed air reservoir

[0066] 4 Rear axle brake circuit

[0067] 5 Second compressed air reservoir

[0068] 6 Parking brake circuit

[0069] 7 Exhaust end

[0070] 8a, 8b Front axle brake actuator

[0071] 10a, 10b, 10c, 10d Rear axle brake actuator

[0072] 20 Front axle relay valve

[0073] 22 Rear axle relay valve

[0074] 50 Dual Channel Pressure Modulation System

[0075] 52 First Primary Modulator

[0076] 52.1 First primary reserve interface

[0077] 52.2 First Primary Redundancy Interface

[0078] 52.3 First primary working interface

[0079] 54 First secondary modulator

[0080] 54.1 First secondary reservoir interface

[0081] 54.2 First secondary redundant interface

[0082] 54.3 First secondary working interface

[0083] 55 First secondary valve capable of electromagnetic switching

[0084] 56 Second Primary Modulator

[0085] 56.1 Second primary reservoir interface

[0086] 56.2 Secondary primary redundant interface

[0087] 56.3 Second primary working interface

[0088] 58 Second Secondary Modulator

[0089] 58.1 Secondary reservoir interface

[0090] 58.2 Secondary Redundancy Interface

[0091] 58.3 Secondary working interface

[0092] 59 Secondary valve with electromagnetic switching

[0093] 62 First primary pilot control unit

[0094] 64 First primary main valve unit

[0095] 66 First primary pressure sensor

[0096] 72 Second primary pilot control unit

[0097] 74 Second primary main valve unit

[0098] 76 Second primary pressure sensor

[0099] 80 First brake desired pressure sensor

[0100] 82 Second brake desired pressure sensor

[0101] 100 First secondary pilot control unit

[0102] 102 First secondary main valve unit

[0103] 103 First stage intake valve

[0104] 103.1 First secondary air inlet valve interface

[0105] 103.2 Second secondary air inlet valve interface

[0106] 104 First secondary outlet valve

[0107] 104.1 First secondary outlet valve interface

[0108] 104.2 Second secondary outlet valve interface

[0109] 105 First secondary redundant valve

[0110] 105.1 First secondary redundant valve interface

[0111] 105.2 Secondary redundant valve interface

[0112] 106 First secondary relay valve

[0113] 106.1 First secondary relay valve reservoir interface

[0114] 106.2 First secondary relay valve working interface

[0115] 106.3 First secondary relay valve exhaust interface

[0116] 106.4 First secondary relay valve control interface

[0117] 107 First primary intake valve

[0118] 107.1 First primary intake valve connection

[0119] 107.2 Second primary intake valve interface

[0120] 108 First primary outlet valve

[0121] 108.1 First primary outlet valve interface

[0122] 108.2 Second primary outlet valve interface

[0123] 109 First primary redundant valve

[0124] 109.1 First primary redundant valve interface

[0125] 109.2 Second primary redundant valve interface

[0126] 110 First primary relay valve

[0127] 110.1 First primary relay valve reservoir connection

[0128] 110.2 First primary relay valve working interface

[0129] 110.3 First primary relay valve exhaust port

[0130] 110.4 First primary relay valve control interface

[0131] 120 Secondary pilot control unit

[0132] 122 Secondary main valve unit

[0133] 123 Second secondary intake valve

[0134] 123.1 Third secondary air inlet valve interface

[0135] 123.2 Fourth secondary intake valve interface

[0136] 124 Second secondary outlet valve

[0137] 124.1 Third secondary outlet valve interface

[0138] 124.2 Fourth secondary outlet valve interface

[0139] 125 Secondary redundant valve

[0140] 125.1 Third secondary redundant valve interface

[0141] 125.2 Fourth secondary redundant valve interface

[0142] 126 Second secondary relay valve

[0143] 126.1 Secondary relay valve reservoir interface

[0144] 126.2 Second secondary relay valve working interface

[0145] 126.3 Second secondary relay valve exhaust port

[0146] 126.4 Secondary relay valve control interface

[0147] 127 Second primary intake valve

[0148] 127.1 Third primary intake valve interface

[0149] 127.2 Fourth primary intake valve interface

[0150] 128 Second primary outlet valve

[0151] 128.1 Third primary outlet valve interface

[0152] 128.2 Fourth primary outlet valve interface

[0153] 129 Second primary redundant valve

[0154] 129.1 Third primary redundant valve interface

[0155] 129.2 Fourth primary redundant valve interface

[0156] 130 Second primary relay valve

[0157] 130.1 Second primary relay valve reservoir interface

[0158] 130.2 Second primary relay valve working interface

[0159] 130.3 Second primary relay valve exhaust port

[0160] 130.4 Second primary relay valve control interface

[0161] 200 vehicles

[0162] 202 Commercial vehicles

[0163] 204 Autonomous Driving Unit

[0164] 206 Front axle 2 / 3-way valve

[0165] 208a, 208b Front axle ABS valve

[0166] 210 Central Module

[0167] 212a, 212b Front axle wheel sensors

[0168] 216 Rear axle 2 / 3-way valve

[0169] 218a, 218b Rear axle ABS valve

[0170] 220a, 220b Rear axle wheel sensors

[0171] 222 Parking brake module

[0172] 224 Push-Pull Valve

[0173] 226 Trailer Control Valve

[0174] 230 First Bus

[0175] 232 Second bus

[0176] 234 First voltage line

[0177] 236 First Voltage Source

[0178] 238 Second voltage line

[0179] 240 Second voltage source

[0180] ECU1 First electronic control unit

[0181] ECU2 Second electronic control unit

[0182] pV Reserve pressure

[0183] pVBS1 First front axle brake control pressure

[0184] pHBS1 1st rear axle brake control pressure

[0185] pVBS2 Second front axle brake control pressure

[0186] pHBS2 Second rear axle brake control pressure

[0187] pBVA front axle brake pressure

[0188] pBHA rear axle brake pressure

[0189] pVAS Front axle brake request pressure

[0190] pHAS Rear axle brake request pressure

[0191] pS1~pS4 The first to fourth control pressure

[0192] SB Electronic brake request signal

[0193] S1~S12 The first to twelfth switching signals

[0194] SP1~SP4 The first to fourth pressure signals

[0195] VA front axle

[0196] HA rear axle

[0197] HA2 Second rear axle

Claims

1. An electrically controllable pneumatic brake system (1) for a vehicle (200), the electrically controllable pneumatic brake system comprising: A front axle brake circuit (2) for a front axle (VA) of a vehicle (200), the front axle brake circuit having a first compressed air reservoir (3) and a front axle brake actuator (8a, 8b), A rear axle brake circuit (4) for at least one rear axle (HA, HA2) of a vehicle (200), the rear axle brake circuit having a second compressed air reservoir (5) and a rear axle brake actuator (10a, 10b, 10c, 10d), and a manually actuatable brake value transmitter (BST), which is connected to the first compressed air reservoir and the second compressed air reservoir (3, 5) and which, when actuated, regulates a first front axle brake control pressure (pVBS1) and a first rear axle brake control pressure (pHBS1), in, The front axle brake circuit (2) has a front axle relay valve (20), which is connected to the first compressed air reservoir (3) and is designed to control a front axle brake pressure (pBVA) to the front axle brake actuator (8a, 8b) when receiving a front axle brake request pressure (pVAS), and The rear axle brake circuit (4) has a rear axle relay valve (22), which is connected to the second compressed air reservoir (5) and is designed to control a rear axle brake pressure (pBHA) to the rear axle brake actuator (10a, 10b, 10c, 10d) when receiving a rear axle brake request pressure (pHAS). The invention is characterized in that it has a dual-channel pressure modulation system (50), which is connected between the brake value transmitter (BST) and the front axle relay valve and the rear axle relay valve (20, 22), wherein the dual-channel pressure modulation system (50) is configured to receive an electronic brake request signal (SB) from an autonomous driving unit (204) and to regulate the front axle brake request pressure (pVAS) and the rear axle brake request pressure (pHAS) in response to the electronic brake request signal, and the dual-channel pressure modulation system is also configured to receive the first front axle brake control pressure (pVBS1) and the first rear axle brake control pressure (pHBS1), and at least in the event of a failure of an electronic component (ECU1, ECU2) of the pressure modulation system (50), the front axle brake request pressure (pVAS) is regulated in dependence on the first front axle brake control pressure (pVBS1) and / or the rear axle brake request pressure (pHAS) is regulated in dependence on the first rear axle brake control pressure (pHBS1), Wherein, the dual-channel pressure modulation system (50) A first primary modulator (52) and a first secondary modulator (54) are pneumatically connected in series for the first channel (K1), and For the second channel (K2), a second primary modulator (56) and a second secondary modulator (58) are pneumatically connected in series.

2. The electrically controllable pneumatic brake system (1) according to claim 1, wherein: The dual-channel pressure modulation system (50) is configured to regulate the front axle brake request pressure (pVAS) dependent on the first front axle brake control pressure (pVBS1) and / or regulate the rear axle brake request pressure (pHAS) dependent on the first rear axle brake control pressure (pHBS1) when at least one of the first front axle brake control pressure (pVBS1) and the first rear axle brake control pressure (pHBS1) causes a higher front axle brake request pressure (pVAS) and / or a higher rear axle brake request pressure (pHAS) than the front axle brake request pressure (pVAS) and / or the rear axle brake request pressure (pHAS) requested by the electronic brake request signal (SB).

3. The electrically controllable pneumatic brake system (1) according to claim 1, wherein: The first secondary modulator (54) is connected between the first primary modulator (52) and the braking value transmitter (BST), and the second secondary modulator (58) is connected between the second primary modulator (56) and the braking value transmitter (BST).

4. The electrically controllable pneumatic brake system (1) according to claim 1, wherein: The first primary modulator (52) has a first electronic control unit (ECU1), and the second primary modulator (56) has a second electronic control unit (ECU2), the first electronic control unit and the second electronic control unit respectively receive the electronic brake request signal (SB), wherein the first primary modulator (52) is configured to regulate the front axle brake request pressure (pVAS) in response to receiving the electronic brake request signal (SB), and wherein the second primary modulator (56) is configured to regulate the rear axle brake request pressure (pHAS) in response to receiving the electronic brake request signal (SB).

5. The electrically controllable pneumatic brake system (1) according to claim 4, wherein: The first secondary modulator (54) has one or more electromagnetically switchable first secondary valves (55), the first secondary valves being electrically connected to the second electronic control unit (ECU2) so as to receive switching signals (S4, S5, S6) from the second electronic control unit, and The second secondary modulator (58) has one or more electromagnetically switchable second secondary valves (59), which are electrically connected to the first electronic control unit (ECU1) so as to receive switching signals (S10, S11, S12) from the first electronic control unit.

6. The electrically controllable pneumatic brake system (1) according to claim 1, wherein: The first secondary modulator (54) has a first secondary reserve interface (54.1) for receiving a reserve pressure (pV), a first secondary redundancy interface (54.2) for receiving the first front axle brake control pressure (pVBS1) from the brake value transmitter (BST), and a first secondary working interface (54.3) for regulating a second front axle brake control pressure (pVBS2) to the first primary modulator (52); and The second secondary modulator (58) has a second secondary reserve interface (58.1) for receiving a reserve pressure (pV), a second secondary redundant interface (58.2) for receiving the first rear axle brake control pressure (pHBS1) from the brake value transmitter (BST), and a second secondary working interface (58.3) for regulating a second rear axle brake control pressure (pHBS2) to the second primary modulator (56).

7. The electrically controllable pneumatic brake system (1) according to claim 6, wherein: During normal operation, the first and second secondary redundant interfaces (54.2, 58.2) are open to the brake value transmitter (BST).

8. The electrically controllable pneumatic brake system (1) according to claim 1, wherein: The first primary modulator (52) has a first primary reserve interface (52.1) for receiving a reserve pressure (pV), a first primary redundancy interface (52.2) for receiving a second front axle brake control pressure (pVBS2) or a first front axle brake control pressure (pVBS1), and a first primary working interface (52.3) for regulating the front axle brake request pressure (pVAS) to the front axle relay valve (20), and wherein: The second primary modulator (56) has a second primary reserve interface (56.1) for receiving a reserve pressure (pV), a second primary redundant interface (56.2) for receiving a second rear axle brake control pressure (pHBS2), and a second primary working interface (56.3) for regulating the rear axle brake request pressure (pHAS) to the rear axle relay valve (22).

9. The electrically controllable pneumatic brake system (1) according to claim 8, wherein: The first primary modulator (52) blocks the second front axle brake control pressure (pVBS2) if a smaller front axle brake request pressure (pVAS) is regulated in response to the second front axle brake control pressure than the front axle brake request pressure (pVAS) requested by the electronic brake request signal (SB), and wherein: The second primary modulator (56) blocks the second rear axle brake control pressure (pHBS2) if a smaller rear axle brake request pressure (pHAS) is regulated in response to the second rear axle brake control pressure than the rear axle brake request pressure (pHAS) requested by the electronic brake request signal (SB).

10. The electrically controllable pneumatic brake system (1) according to claim 9, wherein: The first primary modulator (52) has a first electronic control unit (ECU1), and the second primary modulator (56) has a second electronic control unit (ECU2), the first electronic control unit and the second electronic control unit respectively receive the electronic brake request signal (SB), wherein the first primary modulator (52) is configured to regulate the front axle brake request pressure (pVAS) in response to receiving the electronic brake request signal (SB), and wherein the second primary modulator (56) is configured to regulate the rear axle brake request pressure (pHAS) in response to receiving the electronic brake request signal (SB), wherein the first primary modulator (52) has a first primary pressure sensor (66), which is arranged downstream of the first primary redundant interface (52.2) so as to detect the pressure (pVBS2) present on the first primary redundant interface (52.2) and provide a corresponding first pressure signal (SP1) to the first electronic control unit (ECU1), and wherein, The second primary modulator (56) has a second primary pressure sensor (76), which is arranged downstream of the second primary redundant interface (56.2) in order to detect the pressure (pHBS2) present at the second primary redundant interface (56.2) and to provide a corresponding second pressure signal (SP2) to the second electronic control unit (ECU2).

11. An electrically controllable pneumatic brake system (1) according to claim 1 or 2, wherein the electrically controllable pneumatic brake system has a first brake desired pressure sensor (80) for detecting the first front axle brake control pressure (pVBS1) and a second brake desired pressure sensor (82) for detecting the first rear axle brake control pressure (pHBS1).

12. The electrically controllable pneumatic brake system (1) according to claim 11, wherein: The first primary modulator (52) has a first electronic control unit (ECU1), and the second primary modulator (56) has a second electronic control unit (ECU2), the first electronic control unit and the second electronic control unit respectively receive the electronic brake request signal (SB), wherein the first primary modulator (52) is configured to adjust the front axle brake request pressure (pVAS) in response to receiving the electronic brake request signal (SB), and wherein the second primary modulator (56) is configured to adjust the rear axle brake request pressure (pHAS) in response to receiving the electronic brake request signal (SB), wherein the first brake desired pressure sensor (80) provides a third pressure signal (SP3) to the second electronic control unit (ECU2), and the second brake desired pressure sensor (82) provides a fourth pressure signal (SP4) to the first electronic control unit (ECU1).

13. The electrically controllable pneumatic brake system (1) according to claim 1, wherein: The vehicle (200) is a commercial vehicle (202).

14. A vehicle (200) comprising an electrically controllable pneumatic brake system (1) according to one of claims 1 to 12.

15. The vehicle (200) of claim 14, wherein: The vehicle (200) is a commercial vehicle (202).

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