Method and brake system for emergency stopping of a commercial vehicle

Abstract

The invention relates to a method for emergency stopping a commercial vehicle (1), preferably an autonomous commercial vehicle (2), wherein the commercial vehicle (1) has a pneumatic brake system (4) equipped with a main service brake system (10) and a parking brake system (12), wherein the main service brake system (10) has a main electronic service brake control unit (14) for controlling the main service brake system (10) and service brake actuators (16a, 16b, 16c, 16d), and the parking brake system (12) has an electronic parking brake control unit (18) for controlling the parking brake system (12) and a parking brake actuator on at least one axle (HA). The pneumatic brake system (4) is configured to receive an emergency stop signal (SN). The method comprises the steps of receiving the emergency stop signal on the main electronic service brake control unit (14), braking the commercial vehicle (1) by means of the main service brake system (10), ascertaining the commercial vehicle speed (VF) and, below a predetermined speed threshold and / or after a predetermined emergency stop time, actuating the parking brake actuator (42a, 42b) by means of the parking brake system (12).

Description

Technical Field

[0001] The present invention relates to a method for emergency braking of a commercial vehicle, preferably an autonomous commercial vehicle, wherein the commercial vehicle has a main service braking system and a parking braking system supplied by at least one compressed air reservoir, wherein the main service braking system has a main electronic service braking control unit for controlling the main service braking system and the service brake actuator, wherein the parking braking system has an electronic parking brake control unit for controlling the parking braking system and the parking brake actuator on at least one axle, and wherein the pneumatic braking system has wheel speed sensors that provide wheel speed signals to the main electronic service braking control unit and the electronic parking brake control unit. The present invention also relates to a pneumatic braking system with emergency braking function for commercial vehicles, preferably autonomous commercial vehicles, the pneumatic braking system comprising: a main service braking system and a parking braking system, which are supplied by at least one compressed air reservoir, wherein the main service braking system has a main electronic service braking control unit for controlling the main service braking system and the service brake actuator, wherein the parking braking system has an electronic parking brake control unit for controlling the parking braking system and at least one parking brake actuator on the axle; and wheel speed sensors that provide wheel speed signals to the main electronic service braking control unit and the electronic parking brake control unit. Background Technology

[0002] In modern electronically controlled pneumatic braking systems, especially those used in commercial vehicles equipped with autonomous driving capabilities, it is important to provide measures that allow the commercial vehicle to safely decelerate even in the event of brake system failure. A technical solution here is to use a fully redundant braking system, a partially redundant braking system, or a braking system with only different levels, so that even if a failure occurs in the first level of the braking system, operation can continue at least partially in the second level.

[0003] However, if a dual failure occurs, for example, involving both the main braking system and the redundant braking system, there is a risk that the commercial vehicle will no longer be able to brake in a controllable manner. To address this, there is a need to provide a system that allows the vehicle to decelerate safely.

[0004] Especially for systems with high residual availability, such as those known in DE 10 2014 013 756 B3. This document discloses vehicle electrical equipment having at least partially electric braking and steering mechanisms, including: an electro- or electromechanical steering system connected to a steering transmission and including an electronic steering control device and an electric steering adjuster; and a service braking device. DE 10 2014 013 756 B3 proposes an electro-pneumatic service braking device as a service braking device, which includes an electro-pneumatic service brake valve device, an electronic brake control device, an electro-pneumatic modulator, and a pneumatic wheel brake actuator, wherein the electronic brake control device electrically controls the electro-pneumatic modulator to generate pneumatic braking pressure or brake control pressure for the pneumatic wheel brake actuator, varying depending on the wheel, axle, or side. The electro-pneumatic service brake valve device includes a service brake operating mechanism and an electrical channel in the electric service brake circuit equipped with a brake value transmitter operable by the service brake operating mechanism. Furthermore, it includes an electronic evaluation device for receiving operating signals, which adjusts a braking request signal to an electronic brake control device based on the operating signals. At least one pneumatic channel is included in at least one pneumatic service brake circuit, in which at least one control piston of the service brake valve device is loaded by operating the service brake operating mechanism with a first operating force based on the driver's braking request, and the control piston responds to this by allowing the generation of pneumatic braking pressure or braking control pressure for the pneumatic wheel brake actuator. The electronic evaluation device of the electro-pneumatic service brake valve device also includes a control means for generating a second operating force independent of the driver's braking request, which acts on the control piston in the same or opposite direction relative to the first operating force in the presence of a braking request independent of the driver's desired braking request. The electro-pneumatic service brake device is supplied with a power source independent of a second power source that supplies electrical energy to the electro-pneumatic service brake valve device. This ensures that at least one of the two systems is operational as much as possible. The electric or electro-pneumatic steering system is powered by a second power source. This should achieve high redundancy availability. However, the system is complex and therefore cannot be implemented without problems in any commercial vehicle.

[0005] A redundant system with electro-pneumatic control is disclosed in DE 10 2016 005 318 A1. The system disclosed in this document uses a bypass valve to transfer control pressure in response to subsystem failure, thus providing at least pneumatic supply to the corresponding electrically failed loop. This also improves residual availability. Similar systems are disclosed in DE 10 2016 010462 A1 and DE 10 2016 010 464 A1.

[0006] Furthermore, DE 10 2016 010 463 A1 discloses a system and method in which a pre-control valve is electronically controlled via redundant signals if a failure or malfunction is determined to occur during electronically controlled wheel braking of the braking system. The system here attempts to prevent wheel lock-up.

[0007] Systems known from DE 10 2017 002 716, DE 10 2017 002 718, DE 10 2017 002 719, and DE 102017 002 721 are characterized by pneumatically generated redundancy. Different, regulated braking pressures, such as front axle braking pressure, rear axle braking pressure, or trailer braking pressure, are used as redundant pressures to supply to failed systems, such as front axle braking circuits, rear axle braking circuits, parking brake circuits, or trailer brake circuits. This method generates lower-level pneumatic redundancy levels, thereby achieving high redundancy availability.

[0008] In addition, there are systems that take into account trailers, such as those disclosed in DE 10 2016 010 461 A1.

[0009] DE 10 2017 001 409 A1 describes a method for controlling an autonomous vehicle, the vehicle having a vehicle controller for controlling the vehicle's autonomous driving function and a brake controller for controlling the vehicle's braking function, particularly a pneumatic braking system equipped with at least one braking device, especially a parking brake. The braking device can be activated for braking and deactivated for driving via the brake controller and / or the vehicle controller by actuating at least one switching element. The solution shown in DE 10 2017 001 409 A1 is characterized in that the switching element, preferably a solenoid valve, has two electrical conductors for actuation, wherein one conductor is switched by the brake controller and the other conductor is switched by the vehicle controller.

[0010] The electrical interconnection between the brake valve, brake controller, and vehicle controller shown in DE 10 2017 001 409 A1 enables fail-safe operation. That is, in the event that one of the two controllers has failed or malfunctioned, the braking system is activated via the brake valve because the electromagnet is turned off. Here, each controller in the system simply switches the two conductors of the electromagnet's lead. Summary of the Invention

[0011] This invention starts with such systems and recognizes that they generally work well and are suitable for a wide range of applications. Nevertheless, there are applications where commercial vehicles, particularly those configured as autonomous commercial vehicles, need to be slowed and stopped, even in situations where failures can occur outside the vehicle itself. This invention addresses this need and aims to describe methods and pneumatic braking systems by which commercial vehicles, especially autonomous commercial vehicles, can be safely stopped.

[0012] In a first aspect, the present invention addresses this issue by means of a method for bringing a commercial vehicle of the aforementioned type, preferably an autonomous commercial vehicle, to an emergency stop, wherein a pneumatic braking system is configured to receive an emergency stop signal and the method comprises the steps of: receiving an emergency stop signal on a main electronic service brake control unit; braking the commercial vehicle via the main service brake system; knowing the speed of the commercial vehicle and, when the speed is below a predetermined speed threshold and / or after a predetermined emergency stop time, operating a parking brake actuator via a parking brake system.

[0013] This invention is based on the concept that, upon receiving an emergency braking signal, the main service braking system should first decelerate the commercial vehicle, preferably until it comes to a standstill, and once a standstill is achieved, the parking brake system actuates the spring-loaded brake actuator to ensure the commercial vehicle comes to a stop. In other words, upon receiving an emergency braking signal, a so-called "lane parking" maneuver is preferably performed, immediately braking the commercial vehicle. Alternatively, or additionally, if the speed is below a predetermined speed threshold, the parking brake actuator is preferably also actuated after a predetermined emergency braking time has elapsed. Preferably, the emergency braking time is measured from the moment the emergency braking signal is received. This is particularly preferred in situations where the commercial vehicle's speed cannot be detected or cannot be detected correctly, or the deceleration by the main service braking system is ineffective or inappropriate, causing the commercial vehicle's speed to decrease insufficiently to below the predetermined speed threshold. In this case, additional braking force is generated by activating the parking brake actuator to safely brake and bring the commercial vehicle to a stop.

[0014] The predetermined speed threshold can be 0 m / s, so it is not mandatory to be below this speed, but only to reach it. However, preferably, the speed threshold is slightly larger, especially 2 m / s or less, 1 m / s or less, 0.5 m / s or less. Such a range can be considered as the stationary state of a commercial vehicle.

[0015] Speed ​​detection of commercial vehicles is preferably achieved by a wheel speed sensor that provides wheel speed signals to the main electronic service brake control unit and the electronic parking brake control unit, and / or by one or more additional sensors such as sensors on the transmission, crankshaft, acceleration sensors, gyroscopes, etc., and / or by the support of radio technology such as GPS.

[0016] For example, an emergency braking signal can be provided via an external switch mounted on the exterior of the commercial vehicle. This is particularly preferred when the commercial vehicle is, for example, an autonomous commercial vehicle used autonomously in a company's warehouse. In the event of a malfunction or dangerous situation, an operator can manually operate the emergency braking button to trigger braking of the commercial vehicle. This emergency braking button is preferably connected to the main electronic service brake control unit and / or the electronic parking brake control unit to provide an emergency braking signal to them in this manner. However, the emergency braking button can also be connected, for example, to the commercial vehicle's vehicle bus to provide an emergency braking signal to the electronic control unit and / or other units or entities via the vehicle bus. However, the emergency braking signal can also be received wirelessly. For this purpose, the pneumatic braking system preferably has a corresponding receiver, or, if necessary and when using a vehicle bus system, the commercial vehicle has a wireless receiver of this type connected to the pneumatic braking system. If the commercial vehicle is an autonomous commercial vehicle moving in regular road traffic, the emergency stop signal can be provided, for example, by an intermittent transmitter, such as through remote control by company personnel or via a radio mast that can be located in the company's warehouse and can be a typical mobile radio mast. Preferably, the receiver of the commercial vehicle can be a mobile radio receiver. It can also be configured that the emergency stop signal is provided by another commercial vehicle located nearby. If, for example, another commercial vehicle confirms a malfunction, it can be configured to send an emergency stop signal to other commercial vehicles in the environment to induce braking in those other commercial vehicles.

[0017] Furthermore, preferably, the emergency braking signal can be an internal signal, provided, for example, by a higher-level unit, such as a unit for autonomous driving, a safety gateway, or another module. This is particularly preferred when the unit for autonomous driving or another module, for example, identifies a dangerous situation using optical or radar sensors, so as to directly stop the commercial vehicle.

[0018] In a preferred embodiment of the method, an emergency braking signal can also be received at the electronic parking brake control unit, and the commercial vehicle can be braked by the parking brake system in cases where the main service brake system cannot brake the commercial vehicle. Therefore, according to the invention, it is first checked whether the main service brake system can brake the commercial vehicle. If not (because the main service brake system has failed, for example, due to a pneumatic, mechanical, or electrical fault), the parking brake system takes over to decelerate and brake the commercial vehicle and subsequently ensure it comes to a stop. This query can, for example, be sent by the electronic parking brake control unit to the main electronic service brake control unit, and when no response is received or a timeout signal is received or known, the electronic parking brake control unit takes over to brake and stop the commercial vehicle. Alternatively, the main electronic service brake control unit can directly instruct the electronic parking brake control unit to brake the commercial vehicle.

[0019] In another preferred embodiment, the pneumatic braking system includes a secondary service braking system supplied by a compressed air reservoir or another compressed air reservoir, wherein the secondary service braking system has a secondary electronic service braking control unit for controlling the secondary service braking system. An emergency stop signal is also received at the secondary electronic service braking control unit, and the commercial vehicle is braked via the secondary service braking system in cases where braking by the primary service braking system is impossible. The emergency stop signal can be provided to the primary electronic service braking control unit and the secondary electronic service braking control unit via parallel lines or a bus system, or the primary electronic service braking control unit and the secondary electronic service braking control unit can be connected in series. Therefore, the secondary service braking system is functionally positioned between the primary service braking system and the parking brake system. According to this embodiment, braking in response to receiving an emergency stop signal should first be performed by the primary service braking system. When this is impossible or cannot be performed correctly, braking should be performed by the secondary service braking system. When this is also impossible or cannot be performed correctly, braking should be performed by the parking brake system. Emergency stop signal can also be provided to the secondary electronic service brake control unit in this situation, or the secondary electronic service brake control unit can receive the emergency stop signal via the vehicle bus or from other modules, such as, in particular, the primary electronic service brake control unit and / or the electronic parking brake control unit.

[0020] The relationship between the primary and parking brake systems, as described above, also applies to the auxiliary service brake system. When the primary service brake system fails or malfunctions, the auxiliary service brake system can take over. Preferably, the auxiliary service brake system can query the primary service brake system and / or receive or become aware of timeout signals from the primary service brake system. Alternatively, the primary service brake system can directly instruct the auxiliary service brake system to perform braking by triggering a signal.

[0021] In situations where the main service braking system and, if necessary, the auxiliary service braking system cannot respond to an emergency stop signal and the parking brake system is used to brake the commercial vehicle, braking can be achieved both directly and in stages. Direct braking is understood as directly and preferably actuating the parking brake actuator of the parking brake system with maximum force. Staged braking is understood as not directly actuating the parking brake actuator, but rather actuating it with less force first, if necessary. This prevents the locking of the corresponding axle on which the parking brake actuator is mounted. Preferably, the staged actuation of the parking brake actuator can be performed in a slip-adjustable manner, depending on speed and / or the coefficient of friction. For example, ABS can be implemented using the parking brake actuator. The ABS function can be implemented, either through the electronic parking brake control unit or through other control units, such as a separately configured ABS control unit. This improves safety and allows for safer lane-keeping maneuvers. Lockup of one or more axles can lead to unstable braking and vehicle swerving in extreme cases, which is preferably prevented.

[0022] Furthermore, preferably, the method includes the step of: obtaining a predetermined emergency braking time. The predetermined emergency braking time can be predetermined and stored in an electronic module, or preferably obtained through the braking system, preferably through the main electronic control unit and / or the electronic parking brake control unit, preferably depending on the situation. The predetermined emergency braking time can also be predetermined by a higher-level unit, and thus obtaining the predetermined emergency braking time can also be a value retrieved from a higher-level system or other systems.

[0023] The predetermined emergency braking time can be based on one or more parameters. These parameters include state parameters of the main or auxiliary service braking system, the behavior of the ABS function, wheel speed signals, the preferred speed of the commercial vehicle at the time the emergency braking signal is received, the coefficient of friction, the desired coefficient of friction, and vehicle weight. Other parameters can also be considered. Parameters can be combined and weighted differently. State parameters of the main or auxiliary service braking system, particularly fault conditions, remaining availability, pressure in the compressed air reservoir, and the presence of additional driving stability functions such as ABS, ASR, and ESP, are also considered. Preferably, learned values ​​or curves of the braking system, such as learned force transmission characteristics of the service brake actuator and / or parking brake actuator, learned slip values, learned coefficient of friction, and learned values ​​related to the commercial vehicle's tires, can be used as additional parameters. In this way, the estimation of the maximum braking force can preferably be implemented by the electronic control unit of the braking system, taking into account the coefficient of friction.

[0024] Preferably, the parking brake actuator includes one or more spring-loaded brake cylinders that open upon intake and close by spring force upon release. Preferably, the step of braking the commercial vehicle via the parking brake system in this case includes releasing at least one of the spring-loaded brake cylinders. A particular advantage of these spring-loaded brake cylinders is that they can close without pressure, whereas typical service brake actuators open without pressure and only close when pressure exceeds a certain threshold. The spring-loaded brake cylinders can be mounted on one or more axles. Typically, spring-loaded brake cylinders are mounted on the rear axle in commercial vehicles. The spring-loaded brake cylinders can also be used in conjunction with the service brake cylinders as so-called combination cylinders or tristop cylinders, thus requiring almost no additional structural space.

[0025] Preferably, the parking brake system further includes a parking brake valve unit, which is connected on one hand to a compressed air reservoir or another compressed air reservoir and on the other hand to a parking brake actuator. The electronic parking brake control unit switches one or more valves of the parking brake valve unit to operate the parking brake actuator via the parking brake system. Such parking brake valve units are generally known and can be used in various types. The electronic parking brake control unit can be integrated with the parking brake valve unit into a single module, although this is not mandatory. The electronic parking brake valve unit can also be integrated with the main electronic service brake control unit into a single module, mounted on a circuit board, or simply form the main software body of the main electronic service brake control unit. The parking brake valve unit can also be integrated with other valve units, such as, in particular, axle modulators, front axle modulators, rear axle modulators, trailer control valves, etc. In particular, integrating the electronic parking brake control unit, the parking brake valve unit, and possibly the trailer control unit into a single module is preferred and offers structural space advantages.

[0026] In one variant, the parking brake valve unit is configured to be monostable and can be switched to a first switching position that releases the parking brake actuator by an electrical signal preferably provided by an electronic parking brake control unit. When the parking brake actuator is a spring-loaded brake cylinder of the type described above, the parking brake valve unit monostablely switches to a second switching position that presses the parking brake actuator in place when the electrical signal is removed. In this case, compressed air is required to release the parking brake actuator. Therefore, the monostable parking brake valve unit can be designed such that it is closed when there is no current and opened when energized by a signal. For this purpose, a 3 / 2 directional valve can be provided, which connects the spring-loaded brake cylinder to the vent or environment in the stable, i.e., unenergized first switching position, and connects the spring-loaded brake cylinder to the compressed air reservoir in the second switching position occupied when the 3 / 2 directional valve is signaled. Thus, the spring-loaded brake cylinder is connected to the compressed air reservoir and thus released only when a signal is provided. If the signal is canceled, the 3 / 2 directional valve monostable switches to the first switching position that connects the spring energy storage brake cylinder to the venting section, thereby pressing the spring energy storage brake cylinder in this situation and braking or parking the commercial vehicle.

[0027] This design of the parking brake valve unit is also known as "fail-safe." Importantly, the parking brake valve unit can tolerate a single failure. That is, this design is particularly preferred in situations where, in addition to the main service braking system, a secondary service braking system is also provided, so that a single failure in the main service braking system can be compensated for by the secondary service braking system. If the commercial vehicle is operating in a restricted area, such as on corporate property intended only for internal use, this monostable design of the parking brake valve unit can naturally also be used in non-tolerant systems.

[0028] In one preferred variation, the parking brake valve unit is configured as bistable and has a bistable valve and a monostable holding valve, wherein the bistable valve has a stable open position and a stable closed position, wherein the parking brake actuator can be released in the open position of the bistable valve and can be pressed in the closed position of the bistable valve. Preferably, the holding valve locks the pressure regulated by the bistable valve in the open position. Preferably, the method in this variation further includes the steps of: switching the bistable valve to the open position to release the parking brake actuator; switching the holding valve to an active switching position to lock the pressure regulated by the bistable valve; and switching the bistable valve to the closed position. Such a bistable valve can be configured as electromagnetic, having two electromagnetic locking positions or purely pneumatically via self-holding.

[0029] In the second aspect, the task mentioned at the beginning is solved by a pneumatic braking system with emergency braking function for commercial vehicles of the aforementioned type, preferably autonomous commercial vehicles, wherein the main electronic service brake control unit is configured to receive an emergency braking signal and brake the commercial vehicle via the main service brake system in response to the emergency braking signal, wherein the electronic parking brake control unit is configured to: know the speed of the commercial vehicle and operate the parking brake actuator via the parking brake system when the speed is below a predetermined speed threshold and / or after a predetermined emergency braking time.

[0030] It should be understood that the method according to the first aspect of the present invention and the pneumatic braking system according to the second aspect of the present invention have the same and similar sub-aspects. In this regard, preferred embodiments of the pneumatic braking system according to the second aspect of the present invention are fully referenced to the above-described preferred embodiments of the method according to the first aspect of the present invention.

[0031] In the third aspect, the aforementioned task is solved by a commercial vehicle, particularly an autonomous commercial vehicle, having a pneumatic braking system according to the second aspect of the invention, which is configured to perform one of the aforementioned preferred embodiments of the method according to the first aspect of the invention. Alternatively, the pneumatic braking system of the commercial vehicle according to the third aspect of the invention may be configured differently from the pneumatic braking system according to the second aspect of the invention. The commercial vehicle according to the third aspect of the invention is preferably an autonomous commercial vehicle and, in addition to having a pneumatic braking system, also has a drive system and a unit for autonomous driving using corresponding peripheral equipment.

[0032] Embodiments of the invention will now be described with reference to the accompanying drawings. These drawings do not necessarily show the embodiments to scale; rather, they are illustrated schematically and / or slightly distorted when helpful for explanation. Reference is made to the relevant prior art to supplement the teachings which are readily apparent from the drawings. It is contemplated that various modifications and changes can be made to the form and details of the embodiments without departing from the basic spirit of the invention. Features disclosed in the specification and drawings, whether individually or in any combination, are essential for improvements to the invention. Furthermore, combinations of at least two features disclosed in the specification and / or drawings also fall within the scope of protection of the invention. The general spirit of the invention is not limited to the precise form or details of the preferred embodiments shown and described below. Values ​​within the stated boundaries in the described measurement ranges should also be disclosed as boundary values ​​and can be used and claimed in any way. For simplicity, the same reference numerals will be used for the same or similar parts or parts having the same or similar functions. Attached Figure Description

[0033] Further advantages, features, and details of the invention will become apparent from the following description of preferred embodiments and from the accompanying drawings; wherein: Figure 1 A schematic diagram of a commercial vehicle including a pneumatic braking system is shown; Figure 2 A detailed diagram of the parking brake valve unit is shown; and Figure 3 The diagram illustrates a schematic flow of the method as a block diagram. Detailed Implementation

[0034] The commercial vehicle 1, preferably configured as an autonomous commercial vehicle 2, has an electronically controlled pneumatic braking system 4. The pneumatic braking system 4 is currently used in the commercial vehicle 1, which is shown here schematically and in particular the two front wheels 6a, 6b of the front axle VA and the two rear wheels 8a, 8b of the rear axle HA.

[0035] Pneumatic braking system 4 Figure 1 The illustrated embodiment includes a main service braking system 10 and a parking brake system 12. The embodiment shown here ( Figure 1 The vehicle does not have a secondary service braking system; see [link / reference] for details. Figure 3 .

[0036] The main service braking system 10 includes a main electronic service brake control unit 14, which controls the main service braking system and service brake actuators 16a, 16b, 16c, and 16d assigned to the main service braking system at the front axle VA and rear axle HA. The parking brake system 12 has an electronic parking brake control unit 18, which is integrated here, along with the parking brake valve unit 20 (described in detail below), into the parking brake module 22. The main electronic service brake control unit 14 and the parking brake control unit 18 are connected via a vehicle bus 24 to a unit 25 for autonomous driving. The unit 25 for autonomous driving specifically provides a trajectory signal, which is implemented by the main electronic service brake control unit to brake the commercial vehicle 1.

[0037] Signals from the pneumatic braking system 4 are also provided via the vehicle bus 24, specifically signals from wheel speed sensors 26a, 26b, 26c, and 26d. These signals can be further processed by the main electronic service brake control unit 14 or the unit 25 for autonomous driving. The main electronic service brake control unit 14 drives the rear axle modulator 28 and the front axle modulator 30 in a manner known in principle. The rear axle modulator 28 is connected to and fed a reserve pressure from a first compressed air reservoir 29, as is generally known in the art. Depending on the braking signal provided to the main electronic service brake control unit 14, the rear axle modulator 28 regulates the rear axle braking pressure pBH at the rear axle service brake actuators 16c and 16d. The front axle modulator 30 is similarly connected to and fed by a second compressed air reservoir 31. The front axle modulator 30 also receives braking signals from the main electronic service brake control unit 14 and regulates the front axle braking pressure pBV in a consistent manner on the service brake actuators 16a and 16b of the front axle VA. In this way, the commercial vehicle 1 can be electronically braked. To also enable manual braking of the commercial vehicle 1, the embodiment shown here (…) Figure 1 The system includes a brake value transmitter 32, which is pneumatically connected to a first compressed air reservoir 29 and a second compressed air reservoir 31, and is capable of pneumatically adjusting the control of the front axle brake pressure pBV or the rear axle brake pressure pBH. This is known in the prior art and will not be described further. For autonomous commercial vehicles 2, the brake value transmitter 32 can also be omitted.

[0038] Braking system 4 is configured to receive an emergency braking signal SN. Figure 1 In the illustrated embodiment, three different ways in which an emergency stop signal can be received are exemplified. First, an emergency stop switch 34 is schematically shown, which can be exemplarily positioned on the exterior of the commercial vehicle 1 so that it is easily accessible to persons standing near the commercial vehicle 1. The emergency stop switch 34 is connected to the main electronic service brake control unit 14 via emergency stop signal line 36 and provides the main electronic service brake control unit with an emergency stop signal SN. The emergency stop switch 34 can also be additionally (not shown here) connected to the electronic parking brake control unit 18 so that it can also directly provide the emergency stop signal SN to the electronic parking brake control unit. The emergency stop switch 34 can also be connected to the vehicle bus 24. Figure 1 In the illustrated embodiment, the emergency stop signal SN is received by the main electronic service brake control unit 14 and provided by the main electronic service brake control unit to other components in the commercial vehicle 1 via the vehicle bus 24.

[0039] exist Figure 1As a second variant, the diagram shows a commercial vehicle 1 equipped with a wireless emergency brake signal receiver 38 directly coupled to the vehicle bus 24. The wireless emergency brake signal receiver 38 can be configured, for example, as a mobile wireless receiver and receives an emergency brake signal SN transmitted by an intermittent transmitter, which provides the emergency brake signal to a corresponding unit of the braking system 4 via the vehicle bus 24.

[0040] exist Figure 1 The emergency braking signal SN shown as another variant can also be a purely internal emergency braking signal SN and can be provided, in particular, by the unit 25 for autonomous driving. If the unit detects an emergency situation where the commercial vehicle 1 needs to stop urgently, the unit can issue an emergency braking signal SN, which, in the illustrated embodiment, is received by the main electronic service brake control unit 14 and the electronic parking brake control unit 18 via the vehicle bus 24.

[0041] It can also be specified that two or all three variations are provided in the commercial vehicle 1. The present invention is clearly not limited to implementing only one of the three variations or exactly one of the shown variations. More precisely, and most importantly, the emergency braking signal SN is received by the braking system 4.

[0042] Once the emergency stop signal SN is received by the main service braking system 10, specifically by the main electronic service brake control unit 14, the main electronic service brake control unit 14 induces the commercial vehicle 1 to brake. To this end, the main electronic service brake control unit induces the front axle modulator 30 to regulate the front axle braking pressure pBV and induces the rear axle modulator 28 to regulate the rear axle braking pressure pBH. Regulating these braking pressures pBV and pBH can also be achieved in a normally slip-adjustable manner using ABS valves 40a and 40b (as they are located on the front axle). Preferably, this braking is achieved with maximum deceleration without the commercial vehicle 1 becoming unstable. Preferably, the "lane parking" action is performed in this manner. Preferably, no further steering occurs, especially no evasive steering or similar steering. Preferably, the commercial vehicle 1 brakes to a stop along a planned trajectory.

[0043] Once the speed of the commercial vehicle 1, as determined by the wheel speed sensors 26a-d or by another unit such as the autonomous driving unit 25, drops below a predetermined threshold, it is assumed that the commercial vehicle 1 has reached a stationary state due to the parking brake system 12 operating the parking brake actuators 42a, 42b of the parking brake system 12.

[0044] The parking brake system 12 is supplied with compressed air via a third compressed air reservoir 42. The electronic parking brake control unit 18 is connected via the vehicle bus 24 to the unit 25 for autonomous driving and to the main electronic service brake control unit 14. Furthermore, the electronic parking brake control unit 18 can also be directly connected to the emergency stop switch 34, even if this... Figure 1 Not shown in the diagram. To operate the parking brake actuators 42a and 42b, which are configured here as spring-energy-storing brake cylinders 43a and 43b, the parking brake module 22 releases the subsequently compressed spring-energy-storing brake cylinders 43a and 43b via the actuation of the electronic parking brake control unit 18. During normal driving operation, when the spring-energy-storing brake cylinders 43a and 43b should be released, the electronic parking brake control unit 18 causes the parking brake pressure pF to be regulated at the spring-energy-storing interface 46 provided for this purpose in the parking brake module 22. In cases where the speed of the commercial vehicle 1 has not decreased below a predetermined threshold, it is preferable that the parking brake system 12 operates the parking brake actuators 42a and 42b after a predetermined emergency braking time, thereby achieving braking of the commercial vehicle 1. The electronic parking brake control unit 18 can perform the necessary release of the spring-energy-storing brake cylinders 43a and 43b in stages in this situation, thereby preventing the rear axle HA from locking up. For this purpose, the electronic parking brake control unit 18 can use the wheel speed signal SR from the wheel speed sensors 26a-26d.

[0045] In cases where the main electronic service brake control unit 14 fails to perform or fails to perform braking correctly in response to the emergency stop signal SN, the electronic parking brake control unit 18 also takes over. For this purpose, it can be configured such that the main electronic service brake control unit 14 sends a corresponding request signal to the electronic parking brake control unit 18, or the parking brake control unit 18 confirms that the main electronic service brake control unit 14 is not working or is not working correctly because the electronic parking brake control unit 18 has received a timeout signal or similar signal. In such cases, the electronic parking brake control unit 18 performs braking on the commercial vehicle 1 in response to receiving the emergency stop signal SN. For this purpose, the electronic parking brake control unit 18 also receives the emergency stop signal SN.

[0046] The predetermined emergency braking time can be obtained through the electronic parking brake control unit 18, the main electronic service brake control unit 14, the autonomous driving unit 25, or other higher-level or equivalent units. Specifically, the emergency braking time can be determined based on the commercial vehicle 1's speed VF received at the time of the emergency braking signal SN, the wheel speed signals SR from wheel speed sensors 26a-26d, the friction coefficient FE, or other parameters (see also...). Figure 3 ).

[0047] In braking system 4 Figure 1 In the embodiment shown, a trailer control valve 47 is additionally provided, which is also supplied with reserve pressure by a third compressed air reservoir 42 and regulates the trailer braking pressure pBA for the trailer that may be coupled at the trailer coupling head. The trailer control valve 47 can also be configured as a module and have a dedicated electronic control unit.

[0048] Furthermore, it is conceivable and preferred that the main electronic service brake control unit 14 is integrated with the rear axle modulator 28 and / or the front axle modulator 30 into a module. It is also conceivable that the main electronic service brake control unit 14 and the electronic parking brake control unit 18 are integrated into a structural unit, circuit board, or the like. However, it is preferred that the two electronic control units 14, 18 are separate. Figure 1 In the illustrated embodiment, the main electronic service brake control unit 14 and the electronic parking brake control unit 18 are powered by a common voltage source 48. However, it is conceivable and preferred that two separate voltage sources be provided for the main electronic service brake control unit 14 and the electronic parking brake control unit 18, so that these voltage sources can supply power independently of each other. This is advantageous because if one of the two voltage sources fails, the other electronic control unit in the electronic control units 14, 18 can still continue to operate accordingly. The parking brake valve unit 20 of the parking brake system 12 can be configured to be monostable or bistable.

[0049] Figure 2 The figure shows a parking brake valve unit 20 with a bistable structure.

[0050] The accumulator interface 49, connected to the first main line section 53.1 of the main line 53, is configured to receive compressed air for the parking brake module 22 and, in particular, the parking brake valve unit 20. Furthermore, along the main line 53, between the second main line section 53.2 and the third main line section 53.3, a main line check valve 86 is arranged that is configured to open in the filling direction, i.e., in the direction of the filling flow SB from the accumulator interface 49 into the main line 53, and to block in the opposite direction.

[0051] The relay valve 52 of the main valve unit 50 is connected to the third main circuit section 53.3, wherein the relay valve 52 is connected to the third main circuit section 53.3 via the second main valve interface 52.2. The relay valve 52 is configured to pneumatically connect the second main valve interface 52.2 and the third main valve interface 52.3 via a corresponding pressure loading on the control interface 52.4, so as to regulate the parking brake pressure pF at the third main valve interface 52.3. The third main valve interface 52.3 is in turn connected to the fourth main circuit section 53.4. Through the second main circuit branch 81.2, the fourth main circuit section 53.4 is connected to the pressure sensor 92 on one hand via the sixth main circuit section 53.6, and on the other hand (to provide the parking brake pressure pF) via the fifth main circuit section 53.5 to the spring energy storage interface 46.

[0052] The main line 53 has a first main line branch 81.1 between its first main line section 53.1 and second main line section 53.2, and the fourth control line section 82.4 of the control line 82 is guided from the first main line branch to the first bistable valve interface 72.1 of the bistable valve 72 of the pre-control valve assembly 70.

[0053] The bistable valve 72 of the pre-control valve assembly 70 is configured as a bistable 3 / 2 solenoid directional valve, currently shown in the vent position 72B. The bistable valve 72 is configured to establish a pneumatic connection between the first bistable valve interface 72.1 and the third bistable valve interface 72.3 in the inlet position 72A (not shown here).

[0054] The pre-control valve assembly 70 includes a holding valve 76. A third bistable valve interface 72.3 is connected to a first holding valve interface 76.1 of the holding valve 76 via a third control line segment 82.3 of the control line 82. The pre-control valve assembly 70 may be constructed as a structural unit; however, it is also possible that the bistable valve 72 and the holding valve 76 may be constructed as separate components.

[0055] The holding valve 76 is currently monostable and preferably configured as a 2 / 2 solenoid directional valve that opens without current and is currently shown in its holding position 76A. In the holding position 76A, which is particularly present when the holding valve 76 is energized, the pneumatic connection between the first holding valve port 76.1 and the second holding valve port 76.2 is disconnected.

[0056] The second control circuit section 82.2 is connected to the second holding valve interface 76.2. The second control circuit section 82.2 is also pneumatically connected to the second selector valve interface 54.2 of the selector valve 54, which is currently configured as a shuttle valve 56. The shuttle valve 56 has a preload spring 56.1 that presses the valve body against the first selector valve interface 54.1 with a spring force, thus holding the shuttle valve 54 in a first valve position by spring preload. In this first valve position, the second selector valve interface 54.2 is pneumatically connected to the third selector valve interface 54.3.

[0057] The first control circuit section 82.1 is connected to the third selector valve interface 54.3, which is in turn pneumatically connected to the control interface 52.4 of the relay valve 52. By loading the control interface 52.4, the relay valve 52 can be manipulated to regulate the parking brake pressure pF at the third main valve interface 52.3.

[0058] To operate the relay valve 52, an alternative source of compressed air can be connected to the control interface 52.4 via the selector valve unit 54. For this purpose, the additional brake pressure interface 41 is currently pneumatically connected to the first selector valve interface 54.1 via the fifth control line segment 82.5. The additional brake pressure can be a manually adjusted pressure used to manually release the spring-loaded brake cylinder after the commercial vehicle 1 has come to a stop, for example, after receiving an emergency stop signal SN.

[0059] Using the shuttle valve 54 in the configuration shown here, the selector valve port with higher pressure in the first and second selector valve ports 54.1 and 54.2 is always pneumatically connected to the third selector valve port 54.2. Here, according to the operation of the shuttle valve, the other selector valve ports 54.1 and 54.2 are always blocked by the valve body 54.5, so that the pressures applied to the two selector valve ports 54.1 and 54.2 are not added together, and therefore, potentially damaging excessive pressure occurs at the control port 52.4.

[0060] The venting line section 84.1 of the venting line 84 is connected to the second bistable valve interface 72.2 of the bistable valve 72. In the venting position 72B of the bistable valve, the third bistable valve interface 72.3 is pneumatically connected to the second bistable valve interface 72.2. Therefore, in this venting position 72B, the third control line section 82.3 of the control line 82 is pneumatically connected to the first venting line section 84.1.

[0061] The second venting line section 84.2 is connected to the first venting line section 84.1, and this second venting line section is also connected to the venting port 23 of the parking brake module 22. The third venting line section 84.3 extends from the first main valve port 52.1 of the relay valve 52 to the venting line junction 85.1, wherein the venting line junction 85.1 is arranged in the venting line 84 between the first venting line section 84.1 and the second venting line section 84.2.

[0062] The spring-energy-storing brake cylinders 43a and 43b are inhaled and thus released by adjusting the control pressure pS at the control interface 52.4, which in turn inhales at least one spring-energy-storing brake cylinder 43a and 43b to release the parking brake.

[0063] In order to allow air to enter and thus release the spring-loaded brake cylinders 43a and 43b during normal driving operation, the holding valve 76 is first switched to the release position 76b by a signal S1 provided by the electronic parking brake control unit 18. Next, the bistable valve 72 is switched to... Figure 2 In the intake position 72a (not shown), the parking brake pressure pF is regulated at the spring energy storage interface 46. This is achieved by supplying the pressure from the accumulator interface 49 as a control pressure pS at the control interface 52.4 of the relay valve 52 via the fourth control circuit segment 82.4, the bistable valve 72, the third control circuit segment 82.3, the open holding valve 76, the second control circuit segment 82.2, and the first control circuit segment 82.1. This relay valve boosts the control pressure pS and regulates the boosted pressure as the parking brake pressure pF at the spring energy storage interface 46. Now, the holding valve 76 can be switched to no-current mode to lock the regulated control pressure pS and the parking brake pressure pF can be regulated independently of the switching position of the bistable valve 72. If the bistable valve 72 is now switched to the venting position 72b where the second bistable valve interface 72.2 connects to the venting section 23, the control pressure pS can be vented by switching the holding valve 76 to a no-current state, and thus the spring energy storage interface 46 can also be vented. For these cases, a "fail-safe" design can be provided. This arrangement of the pre-control unit 70 can be understood as a monostable transition of the bistable pre-control unit 70.

[0064] If the parking brake valve unit 20 should have a fully bistable configuration, the holding valve 76 can be simply eliminated. If the parking brake valve unit 20 should have a fully monostable configuration, the holding valve 76 can also be eliminated, and the bistable valve 72 in the preloaded to the bleed position 72b can be replaced by a standard 3 / 2 directional valve. Similarly, the auxiliary brake pressure port 41 and the shuttle valve 54 can also be eliminated.

[0065] Alternatively, the parking brake valve unit 20 can be constructed without the relay valve 52. In this case, the bistable valve 72 or the corresponding monostable 3 / 2 directional valve is directly connected to the accumulator interface 49, the vent interface 23, and the spring energy storage interface 46, so that the spring energy storage interface is alternately connected to the accumulator interface 49 or the vent interface 23.

[0066] Figure 3 The current figure shows an overview. Individual components are shown only as boxes. Except for the main service braking system 10, the embodiments shown here ( Figure 3 The main service brake system 100 also includes a secondary service brake system 100. This secondary service brake system includes a secondary electronic service brake control unit 102, which can be housed, for example, in a dedicated control unit such as the rear axle modulator 28 or trailer control valve 47, or can be constructed as an entity of the main electronic service brake control unit 14. The secondary service brake system 100 uses the same compressed air reservoirs 29, 31, and 42 as the main service brake system 10 and also drives the same service brake actuators 16a-16d. However, the secondary service brake system can be supplied with a separate voltage source independent of voltage source 48. Alternatively, the secondary service brake system 100 can utilize other... Figure 1 An additional compressed air reservoir, not shown, may be supplied, or it may be supplied solely by a third compressed air reservoir 42.

[0067] Depending on their function, the auxiliary service braking system 102 is connected between the main service braking system 10 and the parking brake system 12. For example, the emergency brake unit 104 for the emergency stop switch 34, the wireless emergency brake signal receiver 38, or other units capable of providing an emergency brake signal SN may provide the emergency brake signal SN to all three systems: the main service braking system 10, the auxiliary service braking system 100, and the parking brake system 12. Alternatively, the emergency brake unit 104 may provide the emergency brake signal SN to only one of these systems, with systems 10, 12, and 100 communicating with each other to provide the emergency brake signal SN to all three systems.

[0068] The embodiments shown here ( Figure 3 In this configuration, the main service braking system 10 is also connected to the auxiliary service braking system 100 and provides the auxiliary service braking system with a main health status SH1 and a main stability status SB. Regarding this, the auxiliary service braking system 100 can determine whether the main service braking system 10 is capable of implementing an emergency stop signal SN and braking the commercial vehicle 1. If so, the auxiliary service braking system 100 does not participate. If the auxiliary service braking system 100 determines that the main service braking system 10 is unable to implement an emergency stop signal, the auxiliary service braking system 100 implements an emergency stop signal and accordingly brakes the commercial vehicle 1. It is also suitable here that once the speed falls below a speed threshold VS (see...)... Figure 3 The parking brake system 12 then engages and operates the parking brake actuators 42a and 42b. If the emergency braking time TS is exceeded (see...), Figure 3 If the parking brake system 12 also operates the parking brake actuators 42a and 42b.

[0069] The parking brake system 12 receives the secondary stability status SB2 and secondary health status SH2 from the secondary service brake system 100 and determines whether the secondary service brake system is capable of implementing an emergency stop signal SN. If not, the parking brake system 12 can also preferably apply braking to the commercial vehicle 1 in stages in response to the receipt of the emergency stop signal SN, thereby performing a "lane parking" action. Once a stationary state is reached, the parking brake system 12 fully operates the parking brake actuators 42a and 42b to ensure that the commercial vehicle 1 remains stationary. The parking brake system 12 also additionally obtains the speed VF of the commercial vehicle 1 and the coefficient of friction FE, which can correspond to the desired coefficient of friction. The vehicle speed VF is preferably the speed present at the time the emergency stop signal SN is received. Based on this, the parking brake system 12 can determine whether the commercial vehicle 1 is stationary and / or has fallen below a predetermined speed boundary value VS. Based on these parameters, the parking brake system 12 can also induce staged braking of the commercial vehicle 1. For this purpose, the predetermined speed boundary value VS and the predetermined emergency braking time TN are stored in or obtained from the internal memory of the parking brake system 12.

[0070] List of reference numerals (part of the instruction manual)

[0071] 1. Commercial vehicles

[0072] 2. Autonomous commercial vehicles

[0073] 4. Pneumatic Braking System

[0074] 6a, 6b Front wheels

[0075] 8a, 8b Rear wheels

[0076] 10 Main service braking system

[0077] 12 Parking Brake System

[0078] 14 Main electronic service brake control unit

[0079] 16a, 16b

[0080] 16c, 16d service brake actuators

[0081] 18 Electronic parking brake control unit

[0082] 20 Parking brake valve unit

[0083] 22 Parking brake module

[0084] 23 Venting port

[0085] 24 Vehicle Bus

[0086] 25 Units for autonomous driving

[0087] 26a, 26b

[0088] 26c, 26d wheel speed sensors

[0089] 28 Rear Bridge Modulator

[0090] 29 First Compressed Air Reserve

[0091] 30 Front Axle Modulator

[0092] 31 Second Compressed Air Reserve

[0093] 32 Braking value transmitter

[0094] 34 Emergency Stop Switch

[0095] 36 Emergency stop signal lines

[0096] 38 Wireless Emergency Braking Signal Receiver

[0097] 40a and 40b ABS valves

[0098] 41 Additional Braking Pressure Interface

[0099] 42a, 42b Parking brake actuators

[0100] 43a, 43b Spring-stored brake cylinders

[0101] 44 Third Compressed Air Reserve

[0102] 46 Spring energy storage interface

[0103] 47 Trailer control valve

[0104] 48 Voltage Source

[0105] 49. Storage Interface

[0106] 50 Main Valve Unit

[0107] 52 Relay Valve

[0108] 52.1 First main valve interface

[0109] 52.2 Second main valve interface

[0110] 52.3 Third main valve interface

[0111] 52.4 Control Interface

[0112] 53 Main Line

[0113] 53.1 First Main Line Section

[0114] 53.2 Second Main Line Section

[0115] 53.3 Third Main Line Section

[0116] 53.4 Fourth Main Line Section

[0117] 53.5 Fifth Main Line Section

[0118] 53.6 Sixth Main Line Section

[0119] 54 Selector Valve

[0120] 54.1 First Selector Valve Interface

[0121] 54.2 Second Selector Valve Interface

[0122] 54.3 Third Selector Valve Interface

[0123] 56 shuttle valve

[0124] 56.1 Preload Spring

[0125] 70 Pre-control valve assembly

[0126] 72 Bistable Valve

[0127] 72.1 First Bistable Valve Interface

[0128] 72.1 Second Bistable Valve Interface

[0129] 72.3 Third Bistable Valve Interface

[0130] 72A intake position

[0131] 72B Vent Position

[0132] 76 Holding valve

[0133] 76.1 First holding valve interface

[0134] 76.2 Second holding valve interface

[0135] 76A Maintain Position

[0136] 76B Release Position

[0137] 81.1 First Main Line Branch

[0138] 81.2 Second Main Line Branch

[0139] 82 Control Circuit

[0140] 82.1 First Control Line Section

[0141] 82.2 Second Control Line Section

[0142] 82.3 Third Control Line Section

[0143] 82.4 Fourth Control Line Section

[0144] 84 Venting Line

[0145] 84.1 First venting line section

[0146] 84.2 Second venting line section

[0147] 84.3 Third venting line section

[0148] 85.1 Venting Line Confluence

[0149] 86 Main line check valve

[0150] 92 Pressure Sensor

[0151] 100 auxiliary service braking system

[0152] 102 Auxiliary electronic service brake control unit

[0153] 104 Emergency Braking Unit

[0154] FE friction coefficient

[0155] HA rear axle

[0156] pBA trailer brake pressure

[0157] pBH Rear Axle Braking Pressure

[0158] pBV (front axle braking pressure)

[0159] pF Parking brake pressure

[0160] pS is the pressure regulated by the bistable valve

[0161] SB Fill Flow

[0162] SB1 Main Stability

[0163] SB2 Sub-stability

[0164] SH1 Main Health Status

[0165] SH2 Sub-health status

[0166] SN Emergency Braking Signal

[0167] SR wheel speed signal

[0168] TN's scheduled emergency braking time

[0169] VA front axle

[0170] VF speed

[0171] VS Preset speed threshold

Claims

1. A method for bringing a commercial vehicle (1) to an emergency stop, wherein, The commercial vehicle (1) a) A pneumatic braking system (4) equipped with a main service braking system (10) and a parking braking system (12), wherein the main service braking system and the parking braking system are supplied by at least one compressed air reservoir. a1) wherein the main service braking system (10) has a main electronic service braking control unit (14) for controlling the main service braking system (10) and the service brake actuators (16a, 16b, 16c, 16d). a2) wherein the parking brake system (12) has an electronic parking brake control unit (18) for controlling the parking brake system (12) and the parking brake actuator on at least one axle (HA). a3) Wherein, the pneumatic braking system (4) has wheel speed sensors (26a, 26b, 26c, 26d), which provide wheel speed signals (SR) to the main electronic service brake control unit (14), and a4) wherein the pneumatic braking system (4) is configured to receive an emergency stop signal (SN). Its features are, a5) The wheel speed sensors (26a, 26b, 26c, 26d) provide wheel speed signals (SR) to the electronic parking brake control unit (18). Furthermore, the method includes the following steps: b) Receive the emergency stop signal (SN) on the main electronic service brake control unit (14); c) Braking of the commercial vehicle (1) by means of the main service braking system (10); d) Knowing the speed (VF) of the commercial vehicle and after a predetermined emergency braking time (TN), operating the parking brake actuator (42a, 42b) through the parking brake system (12).

2. The method according to claim 1, wherein, When the speed is below a predetermined speed threshold (VS), the parking brake actuator (42a, 42b) is operated by the parking brake system (12).

3. The method according to claim 1 or 2, wherein, The emergency stop signal (SN) is also received on the electronic parking brake control unit (18), and the commercial vehicle (1) is braked by the parking brake system (12) in cases where the main service brake system (10) cannot brake the commercial vehicle (1).

4. The method according to claim 1 or 2, wherein, The pneumatic braking system (4) has a secondary service braking system (100) supplied by the compressed air reservoir or another compressed air reservoir, wherein the secondary service braking system (100) has a secondary electronic service braking control unit (102) for controlling the secondary service braking system (100). The auxiliary electronic service brake control unit (102) also receives the emergency stop signal (SN) and, in cases where the main service brake system (100) cannot brake the commercial vehicle (1), brakes the commercial vehicle (1) through the auxiliary service brake system (100).

5. The method according to claim 4, wherein, In cases where the commercial vehicle (1) cannot be braked by the auxiliary service braking system (100), the commercial vehicle (1) is braked by the parking braking system (12).

6. The method according to claim 3, wherein, The commercial vehicle (1) is braked directly or in stages, depending on speed or friction coefficient, by the parking brake system (12).

7. The method according to claim 1 or 2, the method comprising the step of: knowing a predetermined emergency braking time (TN) based on one or more parameters selected from: state parameters of the main service braking system (10); behavior of the ABS function; wheel speed signal (SR); speed (VF) of the commercial vehicle (1); coefficient of friction (FE); desired coefficient of friction; vehicle weight; learned value or curve of the braking system (4).

8. The method according to claim 4, the method comprising the step of: knowing a predetermined emergency braking time (TN) based on one or more parameters selected from: state parameters of the auxiliary service braking system (100); behavior of the ABS function; wheel speed signal (SR); speed (VF) of the commercial vehicle (1); coefficient of friction (FE); desired coefficient of friction; vehicle weight; learned value or curve of the braking system (4).

9. The method according to claim 1 or 2, wherein the emergency stop signal (SN) is provided by a fixed-wire emergency stop switch (34) of the commercial vehicle (1), by a wireless transmitter at intervals, and / or by a transmitter (25) inside the commercial vehicle.

10. The method according to claim 1 or 2, wherein, The parking brake actuator (42a, 42b) includes one or more spring-loaded brake cylinders (43a, 43b), which open when air is introduced and are pressed by spring force when air is released, wherein the step of braking the commercial vehicle (1) by the parking brake system (12) includes releasing air from at least one of the spring-loaded brake cylinders (43a, 43b).

11. The method according to claim 1 or 2, wherein, The parking brake system (12) has a parking brake valve unit (22) which is connected on one side to the compressed air reservoir or another compressed air reservoir and on the other side to the parking brake actuator (42a, 42b). In order to operate the parking brake actuator (42a, 42b) through the parking brake system (12), the electronic parking brake control unit (18) switches one or more valves of the parking brake valve unit (22).

12. The method according to claim 11, wherein, The parking brake valve unit (22) is configured to be monostable and is switched to a first switching position in which the parking brake actuators (42a, 42b) are released by providing electrical signals (S1, S2), and is monostable switched to a second switching position in which the parking brake actuators (42a, 42b) are pressed when the electrical signals (S1, S2) are canceled.

13. The method according to claim 11, wherein, The parking brake valve unit (22) is configured to be bistable and has a bistable valve (72) and a monostable holding valve (76), wherein the bistable valve (72) has a stable open position (72A) and a stable closed position (72B), wherein in the open position (72A) of the bistable valve (72), the parking brake actuators (42a, 42b) can be released, and in the closed position (72B) of the bistable valve (72), the parking brake actuators (42a, 42b) can be pressed, wherein the holding valve (76) can lock the pressure (pS) regulated by the bistable valve (72) in the open position (72A), wherein the method further includes the step of: - Switch the bistable valve (72) to the release position (72A) to release the parking brake actuator (42a, 42b). - Switch the holding valve (76) to the active switching position (76A) to lock the pressure (pS) regulated by the bistable valve (72). - Switch the bistable valve (72) to the closed position (72B).

14. The method according to claim 1, wherein, The commercial vehicle (1) is an autonomous commercial vehicle (2).

15. The method according to claim 6, wherein, The commercial vehicle (1) is braked by means of the parking brake system (12) in a slip-adjustable manner, depending on speed or depending on the coefficient of friction.

16. The method according to claim 9, wherein, The emergency stop signal (SN) is provided by the higher-level control unit.

17. The method according to claim 12, wherein, The electrical signals (S1, S2) are provided by the electronic parking brake control unit (18).

18. A pneumatic braking system (4) with emergency braking function for a commercial vehicle (1), said pneumatic braking system comprising: a) A main service braking system (10) and a parking braking system (12), wherein the main service braking system and the parking braking system are supplied by at least one compressed air reservoir. a1) wherein the main service braking system (10) has a main electronic service braking control unit (14) for controlling the main service braking system (10) and the service brake actuators (16a, 16b, 16c, 16d). a2) wherein the parking brake system (12) has an electronic parking brake control unit (18) for controlling the parking brake system (12) and parking brake actuators (42a, 42b) on at least one axle (HA). a3) Wheel speed sensors (26a, 26b, 26c, 26d), which provide wheel speed signals (SR) to the main electronic service brake control unit (14). Its features are, a4) The wheel speed sensors (26a, 26b, 26c, 26d) provide wheel speed signals (SR) to the electronic parking brake control unit (18). Furthermore, the main electronic service brake control unit (14) is configured to: b) Receive emergency stop signal (SN); and c) In response to the emergency stop signal, the commercial vehicle (1) is braked by the main service braking system (10); d) wherein the electronic parking brake control unit (18) is configured to: know the speed (VF) of the commercial vehicle and, after a predetermined emergency braking time (TN), operate the parking brake actuator (42a, 42b) through the parking brake system (12).

19. The pneumatic braking system (4) according to claim 18, characterized in that, When the speed is below a predetermined speed threshold (VS), the parking brake actuator (42a, 42b) is operated by the parking brake system (12).

20. The pneumatic braking system (4) according to claim 18 or 19, wherein, The electronic parking brake control unit (18) is configured to: receive the emergency stop signal (SN) and, in cases where it is impossible to brake the commercial vehicle (1) by means of the main service brake system (10), brake the commercial vehicle (1) by means of the parking brake system (12).

21. The pneumatic braking system (4) according to claim 18 or 19, wherein the pneumatic braking system includes a secondary service braking system (100), the secondary service braking system being supplied by the compressed air reservoir or a separate compressed air reservoir, wherein, The auxiliary service braking system (100) has an auxiliary electronic service braking control unit (102) for controlling the auxiliary service braking system (100). The auxiliary electronic service brake control unit (102) is configured to receive the emergency stop signal (SN) and, in cases where the commercial vehicle (1) cannot be braked by the main service brake system (100), brake the commercial vehicle (1) by the auxiliary service brake system (100).

22. The pneumatic braking system (4) according to claim 21, wherein, The electronic parking brake control unit (18) is configured to brake the commercial vehicle (1) in cases where it is impossible to brake the commercial vehicle (1) by means of the auxiliary service brake system (100).

23. The pneumatic braking system (4) according to claim 20, wherein, The electronic parking brake control unit (18) is configured to brake the commercial vehicle (1) directly or in stages, depending on speed or depending on the coefficient of friction.

24. The pneumatic braking system (4) according to claim 18 or 19, wherein, The electronic parking brake control unit (18) is configured to know a predetermined emergency braking time (TN) based on one or more parameters selected from the following: state parameters of the main service braking system (10); behavior of the ABS function; wheel speed signal (SR); speed (VF) of the commercial vehicle (1); coefficient of friction (FE); desired coefficient of friction; vehicle weight.

25. The pneumatic braking system (4) according to claim 21, wherein, The electronic parking brake control unit (18) is configured to know a predetermined emergency braking time (TN) based on one or more parameters selected from the following: state parameters of the auxiliary service braking system (100); behavior of the ABS function; wheel speed signal (SR); speed (VF) of the commercial vehicle (1); coefficient of friction (FE); desired coefficient of friction; vehicle weight.

26. The pneumatic braking system (4) according to claim 18 or 19, wherein the pneumatic braking system has an interface for an emergency stop switch (34) for fixed wiring, thereby triggering the emergency stop signal (SN).

27. The pneumatic braking system (4) according to claim 18 or 19, the pneumatic braking system having a wireless receiver (38) for receiving an emergency stop signal (SN) provided by an intermittent transmitter.

28. The pneumatic braking system (4) according to claim 18 or 19, wherein, The main electronic service brake control unit (14) is configured to receive an emergency stop signal (SN) from a transmitter (25) inside the commercial vehicle.

29. The pneumatic braking system (4) according to claim 18 or 19, wherein, The parking brake actuator (42a, 42b) includes one or more spring-energy-storing brake cylinders (43a, 43b) that open when air is inlet and are pressed by spring force when air is released.

30. The pneumatic braking system (4) according to claim 18 or 19, wherein, The parking brake system (12) has a parking brake valve unit (22) which is connected on one side to the compressed air reservoir or another compressed air reservoir and on the other side to the parking brake actuator (42a, 42b), wherein the electronic parking brake control unit (18) is configured to switch one or more valves of the parking brake valve unit (22) in order to operate the parking brake actuator (42, 42b) through the parking brake system (12).

31. The pneumatic braking system (4) according to claim 30, wherein, The parking brake valve unit (22) is configured to be monostable and is switched to a first switching position in which the parking brake actuators (42a, 42b) are released by providing electrical signals (S1, S2), and is monostable switched to a second switching position in which the parking brake actuators (42a, 42b) are pressed when the electrical signals (S1, S2) are canceled.

32. The pneumatic braking system (4) according to claim 30, wherein, The parking brake valve unit (22) is configured to be bistable and has a bistable valve (72) and a monostable holding valve (76), wherein the bistable valve (72) has a stable open position (72B) and a stable closed position (72A), wherein in the open position (72B) of the bistable valve (72), the parking brake actuators (42a, 42b) can be released, and in the closed position (72A) of the bistable valve (72), the parking brake actuators (42a, 42b) can be pressed, wherein the holding valve (76) can lock the pressure (pS) regulated by the bistable valve (72) in the open position (72B).

33. The pneumatic braking system (4) according to claim 18, wherein, The commercial vehicle (1) is an autonomous commercial vehicle (2).

34. The pneumatic braking system (4) according to claim 23, wherein, The electronic parking brake control unit (18) is configured to brake the commercial vehicle (1) in a slip-adjustable, speed-dependent, or friction coefficient-dependent manner.

35. The pneumatic braking system (4) according to claim 28, wherein, The main electronic service brake control unit (14) is configured to receive an emergency stop signal (SN) from a higher-level control unit.

36. The pneumatic braking system (4) according to claim 31, wherein, The electrical signals (S1, S2) are provided by the electronic parking brake control unit (18).

37. A commercial vehicle (1), the commercial vehicle having a pneumatic braking system (4) configured to perform the method according to any one of claims 1 to 17, according to any one of claims 18 to 36.

38. The commercial vehicle (1) according to claim 37, wherein, The commercial vehicle (1) is an autonomous commercial vehicle (2).

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