Electropneumatic device for a vehicle with autonomous brake circuit supplied preventively at standby pressure

Abstract

This invention relates to an electrical device for a vehicle having an electronic pneumatic service brake (80), in which, regardless of a defect in the electric service brake circuit, at least one pneumatic brake control pressure (p1, p2) is immediately and directly controlled and output to an electromagnetic backup valve of at least one pressure regulating module (20) that is (still) energized and closed, based on an auxiliary brake request signal (AS). Then, in the event of a failure in the electric service brake circuit, the electromagnetic backup valve of at least one pressure regulating module (20), which is then de-energized, automatically opens, and braking pressure is immediately generated in the pressure regulating module (20) based on or according to the at least one pneumatic brake control pressure (p1, p2) already present therein. Thus, the pneumatic redundancy of the electronic pneumatic service brake (80) reduces the response time to electrical defects.

Description

Technical Field

[0001] The present invention relates to electrical equipment for a vehicle having a drive motor capable of operation by ignition or start signal, particularly a vehicle configured as a tractor-trailer combination, and to a vehicle having such electrical equipment. Background Technology

[0002] Vehicles with (partial) automated driving capabilities reduce the driver's driving tasks and responsibilities for at least a limited time, i.e., they can operate autonomously, and the vehicle must be able to continue driving in the event of any malfunction until the driver takes over driving again.

[0003] The resulting system characteristic, "fail-operational," requires, especially at the implementation level, that the vehicle's basic functions be ensured even under functional limitations. For braking control during autonomous driving, this means that, in the event of any failure, the electronically controlled pneumatic service brakes must still be operational, allowing driving dynamic adjustment functions (such as ABS, ASR, ESP) to remain functional, albeit with limitations.

[0004] While the redundancy of all components in an electro-pneumatic service brake system is effective in ensuring functionality even in the event of a failure, it is disadvantageous in terms of cost, structural space, and weight, especially in terms of mass production.

[0005] Electrical equipment of this class is known from DE 10 2018 219 378 A1. There, in an electronic pneumatic service brake device, the electric service brake circuit is controlled by a primary controller. The primary controller receives an electric braking request signal from a foot brake module and, based on this signal, electrically operates a pressure regulating module, which is loaded in parallel with a first pneumatic braking control pressure at the pneumatic control input.

[0006] If the primary controller fails, as determined by a switching condition (e.g., a detected fault) occurring in the primary controller and / or in its current supply device, a redundant controller takes control of the pneumatic service brake circuit. This redundant controller generates pneumatic brake control pressure via a solenoid valve device, which then flows through a now-de-energized backup valve in the pressure regulating module and is converted into wheel braking pressure within the module. However, the analysis and processing of the switching condition and the flow of brake control pressure to the pressure regulating module require time; consequently, in the event of a defect, a rapid response is needed to generate wheel braking pressure. Summary of the Invention

[0007] Therefore, the object of the present invention is to extend the electrical equipment in such a way that compensation can be achieved very quickly in the event of a failure. Similarly, a vehicle having such electrical equipment should be provided.

[0008] This task is solved by the features according to the invention.

[0009] This invention relates to an electro-pneumatic device for a vehicle, the vehicle having a drive motor capable of operation via an ignition or start signal, the electro-pneumatic device including an electro-pneumatic service brake, wherein the electro-pneumatic service brake has at least: a) Pneumatic wheel brake actuator; b) At least one electric vehicle braking circuit; c) At least one pneumatic service brake circuit; d) At least an electric service brake input device, which generates an electric control signal (BS) in at least one electric service brake circuit. e) A primary electronic braking control device in the electric vehicle braking circuit, the primary electronic braking control device generating a first electric braking request signal (S1) based on the electric control signal (BS), the first electric braking request signal representing the rated braking pressure; f) A secondary electronic braking control device, which controls at least one electric actuator via a second electric braking demand signal (S2) based, in particular, an auxiliary braking demand signal (AS) automatically generated by a driver assistance system (AS) and / or, in particular, a braking control signal (BS) and / or, in particular, independent of an ignition or start signal, said at least one electric actuator being configured such that: said at least one electric actuator generates at least one pneumatic braking control pressure (p1, p2) based on the second electric braking demand signal (S2). g) At least one electro-pneumatic pressure regulating module (20), the at least one electro-pneumatic pressure regulating module having an integrated electronic controller as part of the at least one electric vehicle braking circuit, wherein the at least one electro-pneumatic pressure regulating module (20) is configured as follows: g1) is used to receive the first electric braking request signal (S1) at the electrical control input terminal of the pressure regulating module and, based on the first electric braking request signal (S1), generate an electronically regulated braking pressure for the wheel brake actuator in at least one electric service brake circuit, and g2) is used to receive at least one pneumatic brake control pressure (p1, p2) at at least one pneumatic control input terminal of the pressure regulating module and to generate braking pressure for the wheel brake actuator in the at least one pneumatic service brake circuit according to the at least one pneumatic brake control pressure (p1, p2), and g3) is used to input the braking pressure control to the pneumatic wheel brake actuator, and g4) The at least one electro-pneumatic pressure regulating module has at least one electromagnetic backup valve, the at least one electromagnetic backup valve being connected to the pneumatic control input, and the at least one electromagnetic backup valve being configured and controlled such that: g4a) When the at least one electric vehicle braking circuit is intact, the at least one electromagnetic backup valve suppresses the at least one pneumatic brake control pressure (p1, p2), however, g4b) Otherwise, when the at least one electric vehicle braking circuit is defective, the at least one electromagnetic backup valve activates the at least one pneumatic brake control pressure (p1, p2), thereby enabling the at least one pressure regulating module to generate the braking pressure based on the at least one pneumatic brake control pressure (p1, p2).

[0010] Preferably, the electronic pneumatic service brake is an electronic braking system (EBS) with brake pressure regulation. The driver assistance system should be understood as a system capable of automatically or autonomously generating an auxiliary braking request signal AS, particularly based on vehicle operating parameters or driving parameters (e.g., speed, RPM, deceleration, acceleration, roll rate) or driving conditions relative to other vehicles (e.g., distance, relative speed).

[0011] In particular, the electric vehicle braking circuit includes at least one electrical channel of the vehicle brake input device, an electric primary supply source, a primary electronic control device, and an integrated controller of at least one pressure regulating module, wherein the at least one electrical channel has an electric braking value transmitter.

[0012] Specifically, the pneumatic service brake circuit includes at least one pneumatic passage of a service brake valve device serving as the input device for the service brake and a pneumatic portion of at least one pressure regulating module. Then, if there is a driver's braking request, the pneumatic service brake circuit is controlled by at least one brake control pressure p1, p2. If there is an auxiliary braking request signal AS from the driver assistance system, the pneumatic service brake circuit is controlled by a secondary electronic control unit and an electric actuator using at least one brake control pressure p1, p2. Alternatively, the driver's braking request and the auxiliary braking request signal AS from the driver assistance system can exist in parallel, wherein the pneumatic service brake circuit is also controlled by at least one brake control pressure p1, p2.

[0013] Therefore, electric service brake circuits are particularly capable of being electrically controlled or regulated solely by primary electronic control devices, and pneumatic service brake circuits are particularly capable of being electrically controlled or regulated solely by secondary electronic control devices. Furthermore, electro-pneumatic service brake devices are specifically constructed such that the secondary electronic brake control device does not perform, or cannot perform, electrical control or regulation of at least one pressure regulating module and / or electrical control or regulation of the electric service brake circuit. Therefore, the secondary electronic brake control device should not be a component of the electric service brake circuit.

[0014] At least one pneumatic brake control pressure p1, p2 is present on at least one solenoid backup valve, specifically for each actuation of the service brake operating mechanism. Therefore, before the electric service brake circuit controlled by the primary electronic control unit fails, at least one pneumatic brake control pressure p1, p2 is present on the solenoid backup valve, which is (still) closed by energization via the primary electronic control unit. This ensures that when the electric service brake circuit controlled by the primary electronic control unit fails, the solenoid backup valve, which is then de-energized, opens and conducts at least one pneumatic brake control pressure p1, p2 to the valve device, which is then pneumatically controlled and integrated into the pressure regulating module. Then, in at least one pressure regulating module, one or more wheel braking pressures are formed based on or according to at least one pneumatic brake control pressure p1, p2. Therefore, in the case of purely driver braking, the electrical control of the electronic pneumatic service brake device within the electric service brake circuit can be taken over relatively quickly by purely pneumatic control using at least one pneumatic brake control pressure p1, p2 within the at least one pneumatic service brake circuit.

[0015] However, if the control / regulation of the pneumatic service brake circuit is taken over only after a defect in the electric service brake circuit is detected, and then at least one pneumatic brake control pressure p1, p2 for pneumatic control of at least one pressure regulating module is generated and the at least one pneumatic brake control pressure is directed to at least one electromagnetic backup valve of at least one pressure regulating module, then such a rapid response of at least one pneumatic service brake circuit controlled by the secondary electronic brake control device is not generated.

[0016] To solve this problem, the present invention is proposed according to the first aspect: h) At least one electric actuator is controlled by a secondary electronic brake control device according to an auxiliary brake request signal (AS) and / or according to a control signal (BS) such that, regardless of defects in the electric vehicle brake circuit, at least one pneumatic brake control pressure p1, p2 is generated by the electric actuator according to the auxiliary brake request signal (AS) and / or according to the brake control signal (BS), and the at least one pneumatic brake control pressure is controlled and input to at least one pneumatic control input terminal of at least one pressure regulating module.

[0017] Therefore, even before a defect in the electric vehicle braking circuit occurs, at least one pneumatic brake control pressure p1, p2 already exists on the pneumatic control input of at least one pressure regulating module or on a backup valve. Then, in the event of a failure or defect in the electric vehicle braking circuit, at least one electromagnetic backup valve of at least one pressure regulating module, which is then de-energized, automatically opens, and braking pressure can be immediately generated in the pressure regulating module based on or according to at least one pneumatic brake control pressure p1, p2.

[0018] In particular, the secondary electronic braking control device and at least one actuator are configured such that at least one pneumatic braking control pressure p1, p2 is related to an autonomous or automatic braking requirement, which represents or embodies an auxiliary braking requirement signal AS. It can be configured such that a larger autonomous or automatic braking requirement corresponds to a larger at least one pneumatic braking control pressure p1, p2, and vice versa.

[0019] Therefore, advantageously, when the driver assistance system generates an auxiliary braking request signal AS, regardless of whether the driver operates the service brake control mechanism, rapid redundancy for the failed electric service brake circuit is ensured by controlling at least one pneumatic service brake circuit with at least one pneumatic brake control pressure p1, p2.

[0020] Furthermore, according to a second aspect of the invention, if, for example, not only the electric braking circuit but also the electric starter of the vehicle's drive motor is supplied with current from the same primary supply source, then when an ignition or start signal is generated for the vehicle's drive motor (by which the vehicle's drive motor is started), the voltage in the electric braking circuit can drop so drastically that the electric braking circuit is insufficiently energized and then malfunctions. The electric braking circuit is then not intact / defect-free during the duration of the voltage drop.

[0021] However, as mentioned above, there is a time problem in analyzing and processing the switching conditions used to switch to the pneumatic service brake circuit. In this case, a rapid response is required to generate wheel braking pressure.

[0022] However, it is known that in the event of a voltage drop caused by the generation of an ignition or start signal, the electromagnetic backup valve of at least one pressure regulating module is de-energized and open, so that the pneumatic braking control pressures p1, p2 generated by at least one electrically operated actuator can be guided through the open backup valve, thereby allowing at least one pressure regulating module to generate braking pressure.

[0023] Then, according to the second aspect of the invention, the following is provided: i) The at least one electrically operated actuator is controlled by a secondary electronic braking control device, which is energized, in particular by a secondary electrical supply, such that, independent of the generation of an ignition or start signal for the drive motor of the vehicle and especially before the generation of an ignition or start signal for the drive motor of the vehicle, at least one pneumatic braking control pressure p1, p2 has been generated by the at least one electrically operated actuator and its control input has been input to at least one pneumatic control input of at least one pressure regulating module.

[0024] Therefore, even before the ignition or start signal for the vehicle's drive unit is generated, at least one pneumatic brake control pressure p1, p2 is already present on the pneumatic control input of at least one pressure regulating module or on a backup valve. Then, in the event of a voltage drop due to the ignition or start signal, and in the event of a failure or defect in the electric vehicle braking circuit as a result, at least one electromagnetic backup valve of at least one pressure regulating module, which is then de-energized, automatically opens, and braking pressure can be immediately generated in the pressure regulating module based on or according to at least one pneumatic brake control pressure p1, p2.

[0025] Advantageous extensions of the invention are given in the dependent claims.

[0026] Particularly preferably, the secondary electronic braking control device and at least one electric actuator are configured such that, or at least one actuator is controlled by the secondary electronic braking control device, the braking force is greater than the ultimate braking requirement a according to (representing a magnitude greater than the ultimate braking requirement a). 极限 Each auxiliary braking request signal (AS) and / or each braking control signal BS, representing the magnitude of the braking requirement (especially autonomous or automatic braking requirements), generates at least one pneumatic braking control pressure p1, p2 and inputs it into at least one pneumatic control input of the pressure regulating module.

[0027] Therefore, at least one pneumatic brake control pressure p1, p2 represents a magnitude greater than the ultimate braking requirement a. 极限 Each (generated) auxiliary braking request signal AS and / or each braking control signal (BS) of the magnitude of the braking requirement is immediately and directly present on at least one solenoid backup valve of at least one pressure regulating module that is (still) closed by energization.

[0028] In particular, extreme braking requires a 极限 It can be equal to zero or represent a non-zero deceleration. Especially when extreme braking requires a... 极限 When the deceleration is not equal to zero, the pneumatic control pressure p St Therefore, at least one pneumatic brake control pressure p1, p2 is generated, for example, when the vehicle reaches its limit deceleration and is used to control the pneumatic service brake circuit. This has the advantages of reducing actuator wear and improving acoustic characteristics, since at least one brake control pressure p1, p2 is not generated in every case of such small braking demand.

[0029] In particular, a data connection can also be provided between the primary electronic braking control device and the secondary electronic braking control device, especially for data exchange and signal exchange and / or for mutual monitoring purposes.

[0030] In particular, the service brake input device can be a purely electric service brake input device that generates only an electrical control signal (BS) but does not generate pneumatic brake control pressure, or it can be an electro-pneumatic service brake valve device that generates at least one pneumatic brake control pressure p1, p2 in at least one pneumatic channel in addition to the electrical channel. The service brake input device can have a service brake operating mechanism and at least one electrical channel in at least one electric service brake circuit, the electrical channel having at least one electric brake value transmitter, the electric brake value transmitter being operable by the service brake operating mechanism, the electric brake value transmitter generating the electrical control signal BS based on the operation of the service brake operating mechanism.

[0031] Alternatively, the service brake input device can also be formed by any electronic controller, especially by the electronic controller of an automatic driving device that automatically or autonomously controls or adjusts the vehicle.

[0032] An electro-pneumatic service brake valve device can also be configured such that: by operating the service brake control mechanism based on the driver's braking requirements, a first operating force F1 is applied to at least one control piston of the service brake valve device, and the control piston directly or indirectly controls at least one double-seat valve of the service brake valve device to generate at least one pneumatic brake control pressure p1, p2, said double-seat valve comprising an inlet seat and an outlet seat.

[0033] Preferably, at least one electric actuator includes the service brake valve assembly and a device for generating a second operating force F2, which acts parallel to and in the same direction or in opposite directions to the first operating force F1 on at least one control piston of the service brake valve assembly.

[0034] In particular, the device for generating the second maneuvering force may include an electrically controlled force generator, especially an electric, electro-hydraulic, or electro-pneumatic force generator.

[0035] According to one extension, the electro-pneumatic force generator includes a solenoid valve device, to which a compressed air reservoir feeds stored compressed air at a stored pressure. This solenoid valve device generates a pneumatic control pressure p on the control piston of a service brake valve device based on the stored compressed air. St The second operating force F2 is based on the pneumatic control pressure.

[0036] For example, a solenoid valve device may include an inlet / outlet solenoid valve combination or one or more proportional solenoid valves, or optionally additionally include at least one relay valve, wherein the inlet / outlet solenoid valve combination consists of one or more two-position two-way solenoid valves or consists of a two-position three-way solenoid valve and a two-position two-way solenoid valve.

[0037] Alternatively, the primary electronic brake control device, the integrated electronic controller of at least one pressure regulating module, and the brake value transmitter of the service brake input device can be connected to the primary control connection unit SV1.

[0038] Preferably, the primary control connection SV1 is independent of the secondary control connection and unrelated to the secondary control connection SV2, and at least a portion of the secondary electronic brake control device and force generator are connected to the secondary control connection. This ensures the independence of energy flow, data flow, and signal flow, which has a positive impact on the availability of the electro-pneumatic service brake.

[0039] For example, driver assistance systems may include automated driving devices for at least partial autonomous driving or for autonomous driving, driving dynamics adjustment devices (ESP), or emergency braking assist devices.

[0040] In particular, the driver assistance system can automatically generate an auxiliary braking request signal AS, independent of the driver's braking request or the electric control signal BS.

[0041] In particular, the control logic of the driver assistance system or the driver assistance system itself can also be implemented in the primary electronic brake control unit and / or in the secondary electronic brake control unit.

[0042] Alternatively, a primary power source can supply power to the primary electronic braking control device, which is independent of the secondary power source, and the secondary power source supplies power to the secondary electronic braking control device.

[0043] The secondary electronic braking control device and at least one actuator can be configured such that at least one pneumatic braking control pressure p2 is generated according to at least the following parameters and its control input is sent to at least one pneumatic control input of the pressure regulating module: a) The mass ratio between the tractor and the trailer. b) Axle loads on at least two axles of the vehicle. c) The number of pneumatic channels in the service brake valve device.

[0044] According to one extended scheme, the primary electronic braking control device can generate a first electric braking request signal S1 based on the electric control signal BS and / or the auxiliary braking request signal AS.

[0045] Pressure control valves may also be provided, which can be electrically operated by a primary electronic braking control device and / or a secondary electronic braking control device, allowing independent control of the braking pressure in the pneumatic wheel brake actuators. These pressure control valves are particularly configured as ABS pressure control valves and, for example, connected between at least one pressure control valve and one or more pneumatic wheel brake actuators to maintain, reduce, or increase the braking pressure in relation to brake slippage.

[0046] Preferably, the electronic pneumatic service brake device may include at least one first brake circuit and a second brake circuit, wherein braking pressure is generated individually for each brake circuit.

[0047] The electronic pneumatic service brake valve device can also be configured such that it generates a first pneumatic brake control pressure p1 for a first pneumatic service brake circuit and a second pneumatic brake control pressure p2 for a second pneumatic service brake circuit in a circuit-separated manner.

[0048] Additionally, the electro-pneumatic service brake may include at least one first braking circuit for the first axle (VA) of the vehicle and at least one second braking circuit for the second axle (HA) of the vehicle, and the electro-pneumatic service brake may be configured such that: a first braking pressure p is generated independently for the first braking circuit. VA and the second braking pressure p used for the second braking circuit HA The pressure regulating module is configured as a dual-channel pressure regulating module and generates a first braking pressure p based on the first pneumatic braking control pressure p1. VA And a second braking pressure p is generated based on the second pneumatic braking control pressure (p2). HA .

[0049] The electronic pneumatic service brake may also include a trailer control module, which is configured as a pressure regulating module. The trailer control module is electrically controlled via a first electric braking request signal S1 at its electrical control input terminal, and is also controlled via a first braking pressure p at its pneumatic control input terminal. VA Or the second braking pressure p HA It is controlled pneumatically.

[0050] In an electronic pneumatic service brake system, the following can be provided: a) Normal operating mode, in which the electric vehicle braking circuit is controlled / regulated only by the primary braking control device, and / or b) First redundancy layer, in which at least one pneumatic service brake circuit is controlled by at least one pneumatic brake control pressure (p1, p2) generated by an electrically operated actuator, and / or c) Second redundancy layer, in which at least one pneumatic service brake circuit is pneumatically controlled only by at least one pneumatic brake control pressure (p1, p2) generated by the manipulation of the service brake control mechanism.

[0051] The present invention also relates to a vehicle, particularly a tractor vehicle, configured for towing a trailer, the vehicle including the electrical equipment described above.

[0052] Advantageous extensions of the invention are derived from the claims, description, and drawings. The advantages mentioned in the opening section of this specification, and combinations thereof, are merely exemplary and may work alternatively or cumulatively without necessarily being achieved by embodiments according to the invention. Further features can be discerned from the drawings—particularly from the geometry shown and the relative dimensions of the components with respect to each other, as well as their relative arrangement and functional connections. Combinations of features from different embodiments of the invention, or combinations of features from different claims, are also likely to deviate from the chosen referential relationship of the claims and are thus inspired. This also relates to features shown in separate drawings or mentioned in the description of those drawings. These features may also be combined with features from different claims. Features listed in the claims for other embodiments of the invention may also be omitted. Attached Figure Description

[0053] Preferred embodiments of the invention are then shown in the accompanying drawings and described in more detail in the following description. The accompanying drawings show: Figure 1 A schematic circuit diagram of a preferred embodiment of the electrical device according to the present invention, wherein a pneumatic connection is shown therein; Figure 2 Figure 1 A schematic circuit diagram of the electrical equipment, in which electrical connections are shown and pneumatic connections are shown in part; Figure 3 Figure 1 and Figure 2 A schematic cross-sectional view of the service brake valve device of the electronic pneumatic service brake device of the electrical equipment according to a preferred embodiment of the present invention in the "driving" position. Detailed Implementation

[0054] Figure 1 A schematic circuit diagram of a preferred embodiment of an electrical device according to the present invention is shown, the device having an electronic pneumatic service brake 80, wherein the pneumatic connection is shown in the figure, and Figure 2 Show Figure 1 A schematic circuit diagram of the electrical equipment is provided, in which electrical connections are shown and pneumatic connections are partially shown. The subsequent description of the electrical equipment relates to two accompanying drawings.

[0055] The diagram shows a front axle VA and a rear axle HA, each with a wheel 1 rotatably mounted on an axle 2. Each wheel 1 is equipped with a pneumatic wheel brake actuator 4, which in the illustrated example is implemented as a pneumatic service brake cylinder. Such a pneumatic wheel brake actuator 4 is arranged on each wheel 1 and, for example, operates a disc brake 3 to generate braking force.

[0056] In order to implement service braking, with braking pressure p VA or p HA A pneumatic wheel brake actuator 4 is applied, thereby creating friction in the disc brake 3, which results in braking torque. Furthermore, a speed sensor (not shown) is provided on each wheel 1 to detect the speed of each wheel 1 and to process the speed in more advanced functions such as ABS, ASR, or ESP.

[0057] In this illustration, for clarity, illustrations of other vehicle components, and particularly of axle or brake structures, are omitted. Furthermore, this type of brake and vehicle structure should not be considered a limitation on the subject matter of the invention. This type of brake and vehicle structure is used only as an example to illustrate how the subject matter of the invention functions. More precisely, alternative structural possibilities for electro-pneumatic service brakes can also be considered; for example, drum brakes can be considered instead of the disc brakes shown. Other vehicle embodiments can also be considered. Therefore, for example, more than one front axle or rear axle VA, HA can be provided, i.e., more than two axles can be provided overall.

[0058] The electronic pneumatic service brake device 80 is now described. The electronic pneumatic service brake device has a compressed air reservoir 10, which supplies compressed air to different components 18, 20, 24, 82 of the electronic pneumatic service brake device 80 via supply lines 14, 14a, 14b, 14c.

[0059] Here, the component is Figure 3 The diagram schematically illustrates an electro-pneumatic service brake valve device 18, which, for example, takes the form of a foot brake module. This foot brake module is connected to the supply line 14 via a supply input terminal 15. Compressed air is thus supplied to the service brake valve device 18. Furthermore, the service brake valve device 18 has a pneumatic control input terminal 19, through which it can receive pneumatic control pressure p. StThen, the service brake valve device 18 is pneumatically controlled by the pneumatic control pressure. In addition, the service brake valve device 18 has two pneumatic control output terminals 16 and 17, through which the service brake valve device can control the output of the first pneumatic brake control pressure p1 and / or the second pneumatic brake control pressure p2 to the pneumatic control lines 22 and 23.

[0060] Furthermore, the service brake valve device 18 includes a service brake control mechanism 94, such as a brake pedal, through which the driver's braking requirements can be input. The service brake valve device 18 is configured for, via... Figure 3 The brake value transmitter 86 shown, which is particularly electric and operates in a contactless manner, detects the driver's braking request within the electrical channel of the service brake valve device and inputs this braking request as an electric control signal BS related to operation to the primary control connection SV1, such as... Figure 2 As shown. Then, the electric control signal BS is input to the primary electronic brake control device 40 via the primary control connection SV1, which is formed here, for example, by an electronic EBS controller. Then, according to the control signal BS, the primary electronic brake control device 40 generates a first electric brake request signal S1, which also takes into account more advanced functions, such as the distribution of braking force related to axle load. In this respect, the first electric brake request signal S1 can also be different for the front axle VA and the rear axle HA, or can be formed in a shaft-related manner.

[0061] The service brake valve assembly 18 has a housing in which a tappet piston 91 is received in an axially movable manner. The tappet piston has a tappet receiving portion 92 extending through a cover opening in the housing cover. A tappet, not shown, extends from above into the tappet receiving portion 92. This tappet is connected to a service brake operating mechanism 94, which is, for example, a foot brake pedal. Therefore, when the driver operates the service brake operating mechanism 94, the tappet is pressed into the tappet receiving portion 92, and the tappet piston 91 is engaged by an operating force. Figure 3 The movement is downward, as indicated thereby by the arrow. The tappet piston 91 preferably transmits the operating force to the control piston 12 via the tappet piston compression spring 102, which is also supported in the housing 2 in a manner that allows for axial movement.

[0062] Furthermore, the control piston 85 is mechanically connected to the tappet piston 91 via a tappet piston rod 87. When the tappet piston rod 87 reaches the bottom of the sleeve 103, for example, when the tappet piston 91 moves towards the control piston 85 due to the operation of the service brake control mechanism 94, the tappet piston rod 87 is connected to the tappet piston 91 and can be axially stopped in the end of the cup-shaped sleeve 103 of the control piston 85. On the other hand, when the tappet piston 91 moves away from the control piston 85, the tappet piston rod 87 can slide within the sleeve 103.

[0063] On the other side of the control piston 85, an outlet seat for a double-seat valve 88 is constructed on the piston rod of the control piston 85. This outlet seat seals against or lifts from the cup-shaped, hollow valve body of the double-seat valve 88. The outlet seat releases the flow cross-section between the working chamber 98 and the head-side through-opening in the valve body, which is supported in a housing in a manner that allows axial movement. The through-opening leads to the exhaust connection 99. The working chamber 98 is connected to control outputs 16 and 17, and is connected to control lines 22 and 23, which in turn are connected to the pneumatic control inputs 95 and 96 of the pressure regulating module 20. Simplified, control outputs 16 and 17 are placed in the connection end in the drawings; however, in reality, there are two separate control outputs 16 and 17.

[0064] In the service brake valve device 18, a control chamber 90 is constructed between the tappet piston 91 and the face of the control piston 85 pointing towards the tappet piston. Here, the pneumatic control input terminal 19 merges into the control chamber 90 on the housing.

[0065] The control output terminal 84 of the control line 13 and therefore the solenoid valve device 82 is also connected to the pneumatic control input terminal 19. The solenoid valve device is connected to the supply line 14a connected to the compressed air accumulator 10 at its supply input terminal 83. In addition, a supply input terminal 15 is also present on the housing of the service brake valve device 18, to which the supply line 14 is connected and to the accumulator chamber 89 of the service brake valve device 18.

[0066] The valve body is pressed against the inlet seat of the double-seat valve 88 by means of a valve body compression spring, which is supported on the bottom of the housing and inside the valve body. The inlet seat is constructed on the radial inner edge of a through-hole in the center of another inner wall of the housing. When the valve body is lifted from the inlet seat against the action of the valve body compression spring, the flow cross-section between the supply input end 15 or the reserve chamber 89 and the working chamber 98 is released. This flow cross-section allows compressed air under reserve pressure to flow to the control output ends 16, 17, i.e., to the control lines 22, 23, in order to inflate the wheel brake actuator 4 of the relevant axle or the relevant braking circuit (front axle braking circuit and rear axle braking circuit).

[0067] exist Figure 3 The diagram shows the "driving" position of the service brake valve assembly 18, in which the outlet seat is raised from the valve body, and the control outputs 16, 17 and therefore the wheel brake actuator 4 connected thereto are connected to the exhaust connection 99. Thus, the active pneumatic wheel brake actuator 4 is released.

[0068] according to Figure 1 and Figure 2 The pressure regulating module 20 is well known, for example, from "KraftfahrtechnischesTaschenbuch", 24th edition, April 2002, Robert Bosch GmbH, page 763, especially Figure E. Here, for example, the dual-channel pressure regulating module 20 includes solenoid backup valves in each channel (here, for example, the front axle channel and the rear axle channel), which are controlled by the primary electronic brake control device 40, wherein the backup valves are connected to pneumatic control inputs 95 and 96 respectively. On the output side, the backup valves are connected to the pneumatic control input of an integrated relay valve. Such backup valves, when energized by the primary electronic brake control device 40, i.e., in the presence of a functioning electric service brake circuit, switch to their off position, thereby suppressing the pneumatic brake control pressure present on the backup valves. In the energized state, the standby valve switches to its pass position, thereby allowing the pneumatic braking pressure to be applied to the relay valve. This relay valve then amplifies the pneumatic braking pressure based on the reserve pressure controlled from the compressed air accumulator 10 and input to the pressure regulating module 20, and then uses this as the front axle braking pressure p. VA and rear axle braking pressure p HA The pressure output of the pressure regulating module 20 is controlled to be sent to lines 26 and 27, which are connected to the wheel brake actuator 4 via a pressure control valve 28. Preferably, the pressure control valve 28 is connected to the primary control connection SV1 and the secondary control connection SV2.

[0069] Additionally, the pressure regulating module 20 includes an inlet-outlet-solenoid valve assembly controlled by an integrated electronic pressure regulating module controller. This assembly is connected at its output end to the pneumatic control input of a relay valve. Therefore, the relay valve can be loaded either by a pneumatic braking control pressure controlled through an unenergized standby valve, or by a pneumatic braking control pressure generated electrically by controlling the inlet-outlet-solenoid valve assembly via the integrated electronic pressure regulating module controller. The pressure regulating module controller is connected to a primary control connection SV1 via an electrical control input 97, to which the primary electronic braking control device 40 is also connected. Thus, the pressure regulating module controller can be controlled by the primary electronic braking control device 40 or can be supplied with control signals.

[0070] Additionally, a pressure sensor is integrated into such a pressure regulating module 20 to measure the actual braking pressure p output by the relay valve. VA or p HA Then, in the sense of pressure regulation, the actual braking pressure measured by the pressure sensor is compared with the rated braking pressure, which is represented by a first electric braking request signal S1, which is controlled by the primary electronic braking control device 40 to be input to the primary control connection SV1. For this purpose, the electronic pressure regulation module controller of the pressure regulation module 20 includes a corresponding pressure regulation routine.

[0071] The solenoid valve device 82 enables electronic control of the inflation or deflation of the control chamber 90, and is electrically controlled by the secondary electronic braking control device 41. For this purpose, the solenoid valve device 82 is connected to a secondary control connection SV2 via an electrical control input terminal, which is here formed, for example, via a second CAN data bus.

[0072] In particular, the electrical / electronic components of the primary electronic brake control device 40, the pressure regulating module 20, and the brake value transmitter 86 of the service brake valve device 18 are connected to the primary control connection SV1, which is independent of the secondary control connection and unrelated to the secondary control connection SV2. The secondary electronic brake control device 41 and the solenoid valve device 82 are connected to the secondary control connection.

[0073] In particular, a data connection 101 can be provided between the primary electronic brake control device 40 and the secondary electronic brake control device 41, especially for data exchange, signal exchange, and / or mutual monitoring. Specifically, the control signal BS and / or the first electric brake request signal S1 can be input to the secondary electronic brake control device 41 and / or the second electric brake request signal S2 can be input to the primary electronic brake control device 40 via the data connection 101. Therefore, the integrity of the primary electronic brake control device 40 and the secondary electronic brake control device 41 is not essential, as the signals are preferably only cyclically transmitted.

[0074] Preferably, except in Figure 3 In addition to the exhaust section 100 shown, the solenoid valve device 82 also has at least one pressure sensor (not shown) for measuring the pneumatic control pressure p at the control output 84. St The actual value, in conjunction with the corresponding algorithm in the secondary electronic braking control device 41 (to which the actual value is reported), enables or preferably executes the control pressure p on the control output. St Pressure regulation.

[0075] The secondary electronic braking control device 41 controls the solenoid valve device 82 via the secondary control connection SV2 through the second electric braking request signal S2. Then, the solenoid valve device 82 generates a pneumatic control pressure p at the control output terminal 84 according to the second electric braking request signal S2. St .

[0076] For example, within the solenoid valve device 82, an electro-pneumatic proportional valve can ensure that the control pressure p output at the control output terminal 84 is controlled proportionally according to the second electric braking requirement signal S2. St This device can also perform inflation and deflation. In another embodiment, not shown here, an inlet / outlet valve combination, for example, consisting of two two-position two-way solenoid valves, can be provided. The inlet valve, connected to the supply input 83, is closed when not energized and open when energized, while the outlet valve is open when not energized and closed when energized. According to another embodiment, the two-position three-way solenoid valve, serving as an inflation and deflation valve, can also be combined with a two-position two-way solenoid valve, serving as a holding valve, as a solenoid valve device 82. This inflation and deflation valve has an inflation position and an deflation position, and the holding valve maintains the pressure at the control output in the closed position of the holding valve.

[0077] Such a solenoid valve device 82 can be used, in particular, in conjunction with a pressure sensor and a control pressure regulator in each of the embodiments described above, to regulate the pneumatic control pressure p present at the control output 84. StThe control pressure regulator is implemented in the secondary electronic braking control device 41.

[0078] Additionally, the electrical equipment includes a driver assistance system 93, such as an autopilot or emergency braking assist device, which can automatically generate a braking request. This braking request is then represented by an auxiliary braking request signal AS, which is, for example, controlled input to a primary electronic brake control unit 40 and a secondary electronic brake control unit 41. Figure 2 As shown. Alternatively, the auxiliary braking request signal AS can also be controlled to be input only to the secondary electronic braking control unit 41. At least partially autonomous driving can be achieved with the help of the automatic driving device.

[0079] The routines of the driver assistance system 93 can also be implemented in the primary electronic brake control unit 40 and / or in the secondary electronic brake control unit 41.

[0080] Also, because the primary power supply 52 supplies power to the primary electronic brake control device 40, and this primary power supply is independent of the secondary power supply 58, which supplies power to the secondary electronic brake control device 41.

[0081] The following text will now describe the normal operating mode, first redundancy level, second redundancy level, and startup operation of the pneumatic service brake system.

[0082] Normal operating mode Driver's brakes When the driver operates the service brake control mechanism 94 of the service brake valve device 18 (corresponding to the driver's braking request), the degree of operation of two redundant brake value transmitters 86 is measured in the intact main electric service brake circuit. These transmitters are preferably arranged sequentially in the axial direction and preferably operate in a non-contact manner. The electrical control signal BS detected by the brake value transmitters 86 is generated in the electrical channel of the service brake valve device 18, making the signal compatible with the data bus, and is controlled and input to the primary electronic brake control device 40 via the primary control connection PV1. Since more advanced functions, such as braking force distribution related to axle load, are implemented in the primary electronic brake control device 40, a first brake request signal S1 is generated separately for the front axle VA and the rear axle HA based on the electrical control signal BS, and this first brake request signal is controlled and input to the relevant channel of the pressure regulating module 20 and to the trailer control module 24. There, the braking pressure p for the front axle VA is then generated based on the corresponding braking requirement signal S1 via an integrated solenoid valve and a relay valve. VA and the braking pressure p used for the rear axle HA HAThe braking pressure for the front axle and the braking pressure for the rear axle are controlled and input to the wheel brake actuators 4 via, for example, the pressure control valve 28, which is open here, in order to implement the required service braking. Similarly, the trailer control module 24, also configured as a pressure regulating module, converts the first braking request signal S1 into a trailer braking pressure p. 挂车 The trailer braking pressure is then controlled and input to the potentially coupled trailer via a clutch head (not shown here) called "trailer".

[0083] In a secondary pneumatic braking circuit, for example by means of the braking pressure p used for the front axle VA as pneumatic control pressure. VA The trailer control module 24 is pneumatically operated, but the pneumatic control pressure is suppressed and therefore not realized through an integrated backup valve that is energized and thus closed.

[0084] If excessive braking slip occurs when braking is applied as requested by the driver, the primary electronic brake control device 40 controls the pressure control valve 28 connected to the primary control connection SV1 and the secondary control connection SV2. Figure 2 This allows for individual adjustment of braking pressure to each wheel until brake slippage becomes permissible; in this primary electronic brake control device, the ABS routine is preferably implemented. The same principle naturally applies to the individual wheel-to-wheel control / adjustment of braking pressure within the framework of the ESP (Electronic Stability Program) driving dynamics adjustment device.

[0085] In parallel, when the driver requires braking, in the secondary pneumatic service brake circuit or in the two pneumatic passages of the service brake valve device 18, the tappet piston 91 moves downward, wherein the tappet piston 91 is pressed against the bottom of the cup sleeve 103, and the control piston 85 also moves downward until the outlet seat seals relative to the valve body and thus closes the connection between the control output terminals 16, 17 for the pneumatic service brake circuit and the exhaust connection terminal 99, so that further exhaust to the associated wheel brake actuator 4 cannot be performed.

[0086] If the service brake control mechanism 94 is further operated according to the driver's braking request, the valve body is then compressed downwards by means of the outlet seat abutting the valve body, as it is lifted from the inlet seat. Thus, compressed air at the reserve pressure flows from the reserve chamber 89 to the working chamber 98, and from there to the control outputs 16, 17 for the pneumatic service brake circuit or to the associated wheel brake actuator 4, to inflate and thus press the wheel brake actuator. Here, this is purely driver braking, where the first operating force F1 is applied to the control piston 85 via the pushrod piston compression spring 102 due to the operating force applied by the driver to the service brake control mechanism 94 according to the driver's braking request, ultimately adjusting the control piston to the inflated position.

[0087] In the case of braking initiated purely by the driver's braking request, the solenoid valve device 82 is controlled to an exhaust position by means of the secondary electronic brake control device 41. In this exhaust position, the control chamber 90 is connected to the atmosphere to avoid pressure effects that may occur due to the expansion of the control chamber 90. The secondary electronic brake control device 41 receives instructions for this from the primary electronic brake control device 41, for example, via the data connection unit 101.

[0088] However, since the main electric vehicle braking circuit is intact, the first and second braking control pressures p1 and p2, which are present at the control output terminals 16 and 17 and are controlled to be input to the pneumatic control input terminals 95 and 96 of the pressure regulating module 20 via control lines 22 and 23, are suppressed in the pressure regulating module 20 on the energized and therefore closed standby valve and are not transmitted to the integrated relay valve.

[0089] Therefore, in the case of a fully functional primary electric braking circuit, the secondary pneumatic braking circuit is ineffective.

[0090] Automatic / Autonomous Braking In the following text, consider the following scenario: In this scenario, the driver does not apply braking and therefore does not operate the service brake control mechanism 94, but the driver assistance system 93 controls the auxiliary braking request signal AS not only to be input to the primary electronic brake control unit 40, but also to the secondary electronic brake control unit 41, such as... Figure 2 As shown.

[0091] Here, the primary electronic brake control device 40 can generate a first electric brake request signal S1 based on the auxiliary brake request signal AS. This first electric brake request signal is then converted into a corresponding brake pressure p in the electric vehicle brake circuit via the pressure regulating module 20 and the trailer control module 24 in the manner described above. VA pHA and p 挂车 Therefore, the auxiliary braking requirement signal AS is then realized through a intact electric vehicle braking circuit or a intact pressure regulating module 20.

[0092] In parallel or simultaneously, the secondary electronic braking control device 41 generates a second electric braking request signal S2 based on the auxiliary braking request signal AS. This second electric braking request signal is controlled and input to the solenoid valve device 82 via the secondary control connection SV2. The solenoid valve device is then adjusted to the inflation state, thereby generating a pneumatic control pressure p. St The pneumatic control pressure is then applied to control room 90. The dominant control pressure p in controller 90 is then... St The reaction force acts on the tappet piston 91, which limits the control pressure, and thus on the service brake control mechanism 94, which the driver can feel at his foot when he contacts the service brake control mechanism 94 (pedal reaction). Therefore, the driver can feel the introduction of automatic braking at his foot.

[0093] Then, the pneumatic control pressure p input to the control room 90 is observed. St Depending on the modulation, it is possible to set a defined second operating force F2 on the control piston 85. As described above in the case of the first operating force F1, the second operating force F2 ensures the generation of the first and second pneumatic brake control pressures p1, p2, which are controlled input to the pressure regulating module 20 at control outputs 16, 17 and via control lines 22, 23. This second operating force preferably acts on the control piston 85 in parallel and in the same orientation as the first operating force F1. However, there, the first and second pneumatic brake control pressures p1, p2 are suppressed by a backup valve that is energized and thus kept closed by the primary electronic brake control device 40, and therefore (initially) do not function. However, if the backup valve is de-energized and thus opened due to a defect in the electric vehicle brake circuit, the first and second pneumatic brake control pressures p1, p2 can immediately function on the integrated relay valve in the pressure regulating module 20.

[0094] Combination of driver braking and autonomous / automatic braking Alternatively, the following situation can also be considered: In this situation, for example, when the driver brakes due to an emergency braking situation, but the braking requirement of the driver assistance system is greater than the driver's braking requirement, braking should be performed not only according to the driver's braking requirement, but also according to the automatically generated braking requirement. The driver assistance system may be in the form of an emergency braking assist device or an automatic driving device.

[0095] Then, in the electric vehicle braking circuit controlled by the primary electronic braking control device 40, the braking pressure p is mainly formed based on the auxiliary braking requirement signal AS. VA or p HA In other words, in the main electric vehicle braking circuit, the driver's braking requirements are covered by the braking requirements of the driver assistance system.

[0096] In parallel, a first operating force F1 from the driver's braking request and a second operating force F2 from the automatically generated braking request act in the same direction and in parallel on the control piston 85 of the service brake valve device 18. The operating forces F1 and F2 are added on the control piston 85 and then the first pneumatic brake control pressure p1 and the second pneumatic brake control pressure p2 are controlled to be output to the pneumatic control inputs 95 and 96 of the pressure regulating module 20 via control lines 22 and 23 at the control outputs 16 and 17, but are suppressed there by a backup valve energized by the primary electronic brake control device 40.

[0097] First Redundancy Level If a defect or malfunction occurs in the main electric braking circuit, for example due to a defect or failure of electrical / electronic components in the primary power supply 52, the primary electronic brake control device 40, and / or the pressure regulating module 20, the two backup valves integrated in the pressure regulating module 20 will be de-energized and switched to their open position. Thus, when the driver assistance system 93 issues a braking request, i.e., after the generation of the second electric braking request signal S2, the first and second braking control pressures p1 and p2 already present there can then control the integrated relay valve involved, thereby generating the braking pressure p for the front axle VA. VA and the braking pressure p used for the rear axle HA HA Due to the braking pressure p used here, for example, on the front axle. VA The pneumatic control pressure used for trailer control module 24 can also generate trailer braking pressure p. 挂车 This allows for the braking of potentially coupled trailers.

[0098] Therefore, in the first redundancy level, it is assumed that the secondary electronic braking control device 40 is intact, because otherwise the second electric braking request signal S2 cannot be generated and the first and second braking control pressures p1 and p2 can not be formed accordingly.

[0099] In order to individually adapt the braking pressure p to each wheel VA and p HAFor example, in the framework of brake slip adjustment device ABS, drive slip adjustment device ASR and / or driving dynamic adjustment device ESP, a properly functioning secondary electronic brake control device 41 can independently control pressure control valve 28 ("pressure hold", "pressure decrease", "pressure increase") via secondary control connection SV2.

[0100] Therefore, in the first redundancy level, in the case of a failed electric braking circuit, electrical redundancy is formed in the then active first and second pneumatic braking circuits by means of the first and second pneumatic braking control pressures p1 and p2, since the first and second pneumatic braking control pressures p1 and p2 are then generated electrically and automatically by means of the secondary electronic braking control device 40.

[0101] In addition, in the case of a failed electric vehicle brake circuit, the first and second pneumatic brake control pressures p1 and p2 automatically apply the braking requirement in the first and second pneumatic brake circuits that then function as well. In the case of a failed electric vehicle brake circuit, the first and second pneumatic brake control pressures p1 and p2 can then immediately function because the first and second pneumatic brake control pressures have already been generated according to the auxiliary braking requirement signal AS and are also present at the spare valve of the pressure regulating module 20.

[0102] Second Redundancy Level If, starting from the state of the electronic pneumatic service brake device 18 in the first redundancy layer, that is, if the primary electronic brake control device 40 fails, and now there is also a defect or malfunction in the control of the pneumatic service brake circuit through the secondary electronic brake control device 41 and the solenoid valve device 82, then the first and second pneumatic brake control pressures p1 and p2 can no longer be formed electrically, so that autonomous or automatic service braking can no longer be performed through the driver assistance system 93.

[0103] Then, the pneumatic service brake circuit can only be controlled by the driver's braking request and the first and second pneumatic brake control pressures p1 and p2, which are then mechanically generated. Since the backup valve in the pressure regulating module 20 is then de-energized and thus switched to its pass position, the first and second pneumatic brake control pressures p1 and p2 cause a braking pressure p for the front axle in the pressure regulating module 20. VA and the braking pressure p used for the rear axle HA HA The generation of [something]. Due to the braking pressure p preferably used for the front axle VA. VA The pneumatic control pressure used for trailer control module 24 can also generate trailer braking pressure p. 挂车 This allows for braking of trailers that may be coupled to the vehicle.

[0104] However, since all electric braking circuits have failed, pressure regulation and control of pressure control valve 28 are no longer possible, making it impossible to individually adjust the braking pressure p of each wheel. VA and p HA .

[0105] Therefore, as described above, the electronic pneumatic service brake device 80 and, in particular, the secondary electronic brake control device 41 (through corresponding programming), the solenoid valve device 82, and the service brake valve device 18 are configured such that the first and second pneumatic brake control pressures p1 and p2 are generated according to, for example, each automatically generated auxiliary brake request signal AS, and then immediately and directly exist on the (still) closed solenoid backup valve of the pressure regulating module 20 by energization, the auxiliary brake request signal representing autonomous or automatic braking request.

[0106] Therefore, regardless of whether driver braking and / or automatic braking are required, the first pneumatic brake control pressure p1 and the second pneumatic brake control pressure p2 are always present in the pressure regulating module 20, and thus the braking pressure p1 can be immediately ensured after the electric vehicle brake circuit fails. VA p HA and p 挂车 The generation of.

[0107] However, in order to reduce wear on the solenoid valve device 82 and the service brake valve device 18 (as mentioned above, the solenoid valve device and the service brake valve device are actually activated in every autonomous or automatic braking request), and also to reduce the resulting acoustic load, preferably, automatic or autonomous braking is only activated when the magnitude of the automatic or autonomous braking request represented by the auxiliary braking request signal AS is greater than the limit braking requirement a. 极限 Only when the value is reached will pneumatic control pressure p be generated electrically. St And / or the first and second pneumatic brake control pressures p1 and p2. This limitation can be achieved, for example, through the corresponding programming of the secondary electronic brake control device 41.

[0108] Therefore, preferably, the extreme braking requirement a 极限 It is a deceleration that is not equal to zero, or represents something like -3 m / s². 2 The deceleration. Therefore, if, for example, a deceleration of -4 m / s² is required. 2 The automatic or autonomous braking requirement (deceleration) will generate the first and second pneumatic braking control pressures p1 and p2, respectively; conversely, at only -2m / s 2 Under automatic or autonomous braking requirements (deceleration), no first or second pneumatic braking control pressure will be generated.

[0109] However, alternatively, extreme braking requires a 极限It can also be equal to zero, wherein, then, in the case of any required autonomous or automatic braking with a magnitude greater than zero, the first and second pneumatic braking control pressures p1 and p2 are generated electrically.

[0110] The first and second pneumatic braking control pressures p1 and p2 can also be generated and controlled input to the pneumatic control input terminals 95 and 96 of the pressure regulating module 20 according to at least the following parameters: a) The mass ratio between the tractor and the trailer; b) Axle loads of the rear axle HA and the front axle VA; c) The number of pneumatic channels in the service brake valve device.

[0111] Start running It is known that if, for example, not only the electric braking circuit but also the electric starter of the vehicle's drive motor is supplied with current by the same source, in this case, primary supply source 52, then when an ignition or start signal is generated for the vehicle's drive motor (by which the vehicle's drive motor is then operated by the starter), the voltage in the electric braking circuit may drop sharply, causing the electric braking circuit to be insufficiently energized and then malfunction. The electric braking circuit is then not intact / defect-free during the duration of the voltage drop.

[0112] However, as mentioned above, there is a time problem in analyzing and processing the switching conditions used to switch to the pneumatic service brake circuit. In this case, a rapid response is required to generate wheel braking pressure.

[0113] It is also known that in the event of a voltage drop caused by the generation of an ignition or start signal, the solenoid backup valve of the pressure regulating module 20 is de-energized and opens, so that the first and second braking control pressures p1 and p2 generated by the solenoid valve device 82 by means of the pneumatic control pressure pSt can be guided through the open backup valve. Therefore, the pressure regulating module 20 can generate braking pressures pHA and pVA for the rear axle and the front axle.

[0114] Therefore, the solenoid valve device 82 is controlled, for example, by the secondary electronic brake control device 41 energized by the secondary power supply 58, such that, independent of generating an ignition or start signal for the vehicle's drive motor and especially prior to this, two pneumatic brake control pressures p1, p2 have been generated and controlled to be input to the two pneumatic control inputs of the pressure regulating module 20. Since the starter is not supplied with current by the secondary power supply 58, and the secondary power supply 58 does not participate in supplying current to the starter, no voltage drop occurs when starting the drive motor in this situation.

[0115] Therefore, regardless of the ignition or start signal for the drive unit, especially when the ignition or start signal for the vehicle's drive unit has not yet been generated, the pneumatic brake control pressures p1 and p2 are already present at the pneumatic control input or on the standby valve of the pressure regulating module 20. In the event of a voltage drop caused by the ignition or start signal, and in the event of a failure or defect in the electric vehicle brake circuit as a result, the electromagnetic standby valve of the pressure regulating module 20, which is then de-energized, automatically opens, and the brake pressures pHA and pVA can then be immediately generated in the pressure regulating module 20 based on or according to the pneumatic brake control pressures p1 and p2.

[0116] List of reference numerals 1. Wheel 2-axis 3. Disc brakes 4 Wheel brake actuator 10 Compressed air reservoir 13 Control circuit 14 Supply Lines 14a Supply Line 14b Supply Line 14c supply line 15. Supply input terminal (foot brake module) 16 Control output terminal (foot brake module, for the interface between VA and trailer) 17 Control Output Terminal (Foot Brake Module, for HA Interface) 18. Service brake valve device 19. Control input terminal of foot brake module 20 Pressure Regulation Module 22 Control lines (for VA and trailer module 24) 23. Control circuitry (for HA) 24 Trailer Control Module Route 26 Route 27 28 Pressure control valve 29 Braking circuit 40 Primary electronic braking control device 41 Secondary electronic braking control device 50 Braking line (to trailer) 52 Primary Supply Sources 58 secondary supply sources 80 Electronic pneumatic service brake system 82 Solenoid valve device 83 Supply input (solenoid valve device) 84 Control output terminal (solenoid valve device) 85 Control Piston 86 Braking Value Transmitter 87 Tappet Piston Rod 88 Double seat valve 89 Storage Room 90 Control Room 91 Tappet Piston 92 Tappet Receiving Section 93 Driver Assistance Systems 94 Service brake control mechanism 95 Pneumatic control input terminal 96 Pneumatic control input terminal 97 Electrical control input terminal Studio 98 99 Exhaust connection end 100 Exhaust Section 101 Data Connection Section 102 Tappet piston compression spring 103 Sleeve SV1 (Electronic) Primary Control Connection SV2 (Electronic) Secondary Control Connection HA rear axle VA front axle BS Electrical Control Signal AS Assist Braking Requirement Signal F1 First Force F2 Second Force S1 First Electric Braking Requirement Signal S2 Second Electric Braking Requirement Signal p1 First pneumatic brake control pressure p2 Second pneumatic brake control pressure pSt pneumatic control pressure pVA (front axle braking pressure) pHA Rear Axle Braking Pressure p trailer brake pressure

Claims

1. An electro-pneumatic device for a vehicle, the vehicle having a drive motor capable of operation by an ignition or start signal, the electro-pneumatic device including an electro-pneumatic service brake (80), wherein, The electronic pneumatic service brake device (80) has at least the following features: a) Pneumatic wheel brake actuator (4); b) At least one electric vehicle braking circuit; c) At least one pneumatic service brake circuit; d) At least an electric service brake input device, which generates an electric control signal (BS) in at least one electric service brake circuit. e) A primary electronic brake control device (40) in the electric vehicle braking circuit, the primary electronic brake control device generating a first electric brake request signal (S1) based on the electric control signal (BS), the first electric brake request signal representing the rated braking pressure. f) A secondary electronic braking control device (41) controls at least one electric actuator via a second electric braking request signal (S2), the at least one electric actuator being configured to generate at least one pneumatic braking control pressure (p1, p2) based on the second electric braking request signal (S2). g) At least one electro-pneumatic pressure regulating module (20), the at least one electro-pneumatic pressure regulating module having an integrated electronic controller as part of the at least one electric vehicle braking circuit, wherein the at least one electro-pneumatic pressure regulating module (20) is configured as follows: g1) is used to receive the first electric braking request signal (S1) at the electrical control input (97) of the pressure regulating module (20) and generate an electronically regulated braking pressure (p) for the wheel brake actuator (4) in the at least one electric vehicle braking circuit according to the first electric braking request signal (S1). VA p HA p 挂车 ),and g2) is used to receive at least one pneumatic braking control pressure (p1, p2) at at least one pneumatic control input terminal (95, 96) of the pressure regulating module (20) and generate braking pressure (p1, p2) for the wheel brake actuator (4) in the at least one pneumatic service brake circuit according to the at least one pneumatic braking control pressure (p1, p2). VA p HA p 挂车 ),and g3) is used to apply the braking pressure (p) VA p HA p 挂车 The control input is sent to the pneumatic wheel brake actuator (4), and g4) The at least one electro-pneumatic pressure regulating module (20) has at least one electromagnetic backup valve, which is connected to the pneumatic control input (95, 96), and the at least one electromagnetic backup valve is configured and controlled such that: g4a) When the at least one electric vehicle braking circuit is intact or sufficiently energized, the at least one electromagnetic backup valve suppresses the at least one pneumatic brake control pressure (p1, p2), however, g4b) Otherwise, when the at least one electric vehicle braking circuit is defective or insufficiently energized, the at least one electromagnetic backup valve activates the at least one pneumatic brake control pressure (p1, p2), thereby enabling at least one pressure regulating module (20) to generate the braking pressure (p1, p2) based on the at least one pneumatic brake control pressure (p1, p2). VA p HA p 挂车 ), characterized in that, h) The at least one electrically operated actuator is controlled by the secondary electronic brake control device (41) according to the auxiliary brake request signal (AS) automatically generated by the driver assistance system (93) and / or according to the electrically operated signal (BS) such that: regardless of defects in the electric service brake circuit, the at least one pneumatic brake control pressure (p1, p2) is generated by the electrically operated actuator according to the auxiliary brake request signal (AS) and / or according to the brake operation signal, and the at least one pneumatic brake control pressure is controlled and input to at least one pneumatic control input terminal (95, 96) of at least one pressure regulating module (20), and / or i) The at least one electric actuator is controlled by the secondary electronic brake control device (41) such that: independent of generating an ignition or start signal for the drive motor of the vehicle, the at least one electric actuator generates the at least one pneumatic brake control pressure (p1, p2) and controls the at least one pneumatic brake control pressure input to at least one pneumatic control input (95, 96) of at least one pressure regulating module (20).

2. The electro-pneumatic device according to claim 1, characterized in that, The at least one electrically operated actuator is controlled by the secondary electronic braking control device (41) such that: according to the representative, it is greater than the limit braking requirement (a) in terms of magnitude. 极限 The at least one pneumatic brake control pressure (p1, p2) is generated by each auxiliary brake requirement signal (AS) and / or each brake operation signal that meets the braking requirements of the pressure regulation module (20), and the at least one pneumatic brake control pressure is controlled and input to at least one pneumatic control input (95, 96) of the pressure regulation module (20).

3. The electro-pneumatic device according to claim 2, characterized in that, The extreme braking requirement (a) 极限 () equals zero or represents a deceleration that is not equal to zero.

4. The electro-pneumatic device according to any one of claims 1-3, characterized in that, a) The service brake input device is a purely electric service brake input device, which only generates the electric control signal (BS) but does not generate pneumatic brake control pressure, or (b) The service brake input device is an electronic pneumatic service brake valve device, which generates the at least one pneumatic brake control pressure (p1, p2) in at least one pneumatic channel in addition to the electrical channel.

5. The electro-pneumatic device according to claim 4, characterized in that, The electro-pneumatic service brake valve device (18) is configured such that: by operating the service brake control mechanism (94) based on the driver's braking requirements, a first operating force (F1) is applied to at least one control piston (85) of the service brake valve device (18), and the control piston (85) directly or indirectly controls at least one double-seat valve (88) of the service brake valve device (18) to generate the at least one pneumatic brake control pressure (p1, p2), the double-seat valve comprising an inlet seat and an outlet seat.

6. The electro-pneumatic device according to claim 5, characterized in that, The at least one electric actuator includes the service brake valve device (18) and a device for generating a second operating force (F2), which acts parallel to and in the same direction or in the opposite direction to the first operating force (F1) on at least one control piston (85) of the service brake valve device (18).

7. The electro-pneumatic device according to claim 6, characterized in that, The device for generating the second manipulating force (F2) includes an electrically controlled force generator (82).

8. The electro-pneumatic device according to claim 7, characterized in that, The device for generating the second operating force (F2) includes an electric force generator (82), an electro-hydraulic force generator (82), or an electro-pneumatic force generator (82).

9. The electro-pneumatic device according to claim 8, characterized in that, The electro-pneumatic force generator (82) includes a solenoid valve device, to which a compressed air reservoir (10) supplies a reserve of compressed air at a reserve pressure. The solenoid valve device generates a pneumatic control pressure (p) on the control piston (85) of the service brake valve device (18) based on this reserve compressed air. St The second operating force (F2) is based on the pneumatic control pressure.

10. The electro-pneumatic device according to any one of claims 5-9, characterized in that, The electronic pneumatic service brake valve device (18) is configured such that: the electronic pneumatic service brake valve device generates a first pneumatic brake control pressure (p1) for a first pneumatic service brake circuit and a second pneumatic brake control pressure (p2) for a second pneumatic service brake circuit in a circuit-separated manner.

11. The electro-pneumatic device according to any one of claims 1-3 and 5-9, characterized in that, The electronic pneumatic service brake (80) includes at least one first braking circuit for a first axle (VA) of the vehicle and at least one second braking circuit for a second axle (HA) of the vehicle, wherein the electronic pneumatic service brake is configured such that: a first braking pressure (p) is generated independently for the first braking circuit. VA ) and the second braking pressure (p) for the second braking circuit HA The pressure regulating module (20) is configured as a dual-channel pressure regulating module and generates the first braking pressure (p1) based on the first pneumatic braking control pressure (p1). VA And based on the second pneumatic braking control pressure (p2), the second braking pressure (p) is generated. HA ).

12. The electro-pneumatic device according to claim 11, characterized in that, The electronic pneumatic service brake device (80) includes a trailer control module (24), which is configured as a pressure regulating module. The trailer control module is electrically controlled at its electrical control input terminal via a first electric braking request signal (S1), and the trailer control module is controlled at its pneumatic control input terminal via a first braking pressure (p). VA ) or the second braking pressure (p HA It is controlled pneumatically.

13. The electro-pneumatic device according to any one of claims 1-3, 5-9, and 12, characterized in that, The primary electronic brake control device (40), the integrated electronic controller of at least one pressure regulating module (20), and the brake value transmitter (86) of the service brake input device are connected to the primary control connection (SV1), which is independent of the secondary control connection and unrelated to the secondary control connection (SV2). The secondary electronic brake control device (41) and the at least one electric actuator are connected to the secondary control connection.

14. The electro-pneumatic device according to any one of claims 1-3, 5-9, and 12, characterized in that, The driver assistance system (93) includes an automatic driving device, an emergency braking assist device, or a driving dynamics adjustment device (ESP).

15. The electro-pneumatic device according to any one of claims 5-9, characterized in that, The secondary electronic braking control device (41) controls the at least one electrically operated actuator to generate the at least one pneumatic braking control pressure (p1, p2) according to at least the following parameters and to input the at least one pneumatic braking control pressure to at least one pneumatic control input (95, 96) of the pressure regulating module (20): a) The mass ratio between the vehicle and the trailer. b) Axle loads of at least two axles (VA, HA) of the vehicle. c) The number of pneumatic channels in the service brake valve device (18).

16. The electro-pneumatic device according to any one of claims 1-3, 5-9, and 12, characterized in that, The primary electronic braking control device (40) generates the first electric braking request signal (S1) based on the electric control signal (BS) and / or based on the auxiliary braking request signal (AS).

17. The electro-pneumatic device according to any one of claims 1-3, 5-9, and 12, characterized in that, A pressure control valve (28) is provided, which can be electrically operated by the primary electronic brake control device (40) and / or the secondary electronic brake control device (41), and can independently control the braking pressure (p) in the pneumatic wheel brake actuator (4). VA p HA ).

18. The electro-pneumatic device according to any one of claims 1-3, 5-9, and 12, characterized in that, a) An operating mode is provided, in which the electric vehicle braking circuit is controlled / regulated only by the primary electronic braking control device (40), and / or b) A first redundancy layer is provided, in which at least one pneumatic service brake circuit is controlled by at least one pneumatic brake control pressure (p1, p2), which is generated by the electric actuator, and / or c) A second redundancy layer is provided, in which the at least one pneumatic service brake circuit is pneumatically controlled only by the at least one pneumatic brake control pressure (p1, p2), which is generated by the operation of the service brake control mechanism (94).

19. The electro-pneumatic device according to claim 6, characterized in that, An electric primary power supply (52) is provided in the electric vehicle braking circuit, which supplies electrical energy to the primary electronic braking control device (40), wherein the device for generating the second operating force (F2) includes an electrically controlled force generator (82).

20. The electro-pneumatic device according to claim 19, characterized in that, The primary power supply (52) is independent of the secondary power supply (58), which supplies power to the secondary electronic braking control device (41).

21. The electro-pneumatic device according to claim 20, characterized in that, The secondary power source (58) supplies electrical energy to at least a portion of the force generator (82).

22. The electro-pneumatic device according to any one of claims 1-3, 5-9, 12, 19-21, characterized in that, The service brake input device has a service brake control mechanism (94) and at least one electrical channel in the at least one electric service brake circuit, the electrical channel having at least one electric brake value transmitter (86), the electric brake value transmitter being operable by the service brake control mechanism (94), the electric brake value transmitter generating the electric control signal (BS) according to the operation of the service brake control mechanism (94).

23. The electro-pneumatic device according to any one of claims 1-3, 5-9, 12, 19-21, characterized in that, The secondary electronic brake control device (41) controls the at least one electric actuator based on the auxiliary brake request signal (AS) automatically generated by the driver assistance system (93) and / or based on the electric control signal (BS) and / or independently of the ignition or start signal via the second electric brake request signal (S2).

24. A vehicle having a drive motor capable of operation by an ignition or start signal, the vehicle comprising an electro-pneumatic device according to any one of claims 1-23.

25. The vehicle according to claim 24, characterized in that, The vehicle is configured as a tractor vehicle for towing a braked trailer.

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