Brake system and method for operating a brake system, vehicle and use of an emergency release valve unit

Abstract

The present invention relates to an electro-pneumatic braking system (202) for a vehicle (200), preferably a commercial vehicle (201), the electro-pneumatic braking system comprising: - a parking brake system (520) including a parking brake valve unit (24), the parking brake valve unit being configured to regulate a parking brake pressure (pPB) at at least one spring accumulator connection (21) dependent on a pilot pressure (pSV), wherein - the parking brake valve unit (24) has a pilot unit (8) that regulates the pilot pressure (pSV) onto a pilot path (47) dependent on an electronic parking brake signal (SF), wherein the parking brake valve unit (24) has an additional braking pressure connection (38) pneumatically connected to or capable of being pneumatically connected to the pilot path (47) for introducing emergency release. The emergency release pressure (pN), wherein the introduction of the emergency release pressure (pN) at the additional brake pressure connection (38) causes the regulation of the parking brake pressure (pPB) at at least one spring accumulator connection (21), and a first control unit (410), which is configured to provide an electronic parking brake signal (SF) to the parking brake valve unit (24), wherein the electro-pneumatic braking system (202) has an emergency release valve unit (1) configured to receive the service brake pressure (pB) effective for the service brake (BB) provided by the service brake system (510) or the pressure (pB1) derived from the service brake pressure (pB) and provide the emergency release pressure (pN) to the additional brake pressure connection (38) depending on the received electronic emergency release signal (SN).

Description

Technical Field

[0001] This invention relates to an electro-pneumatic braking system according to the present invention. The invention also relates to a vehicle having an electro-pneumatic braking system of the aforementioned type, a method for operating an electro-pneumatic braking system having an emergency release valve unit, and the application of the emergency release valve unit in the electro-pneumatic braking system. Background Technology

[0002] Safety is paramount in electro-pneumatic braking systems used in modern vehicles. Especially in vehicles with automated or semi-automated driving functions, the concept of triggering fail-safe braking in the event of a control unit malfunction or electrical failure makes a significant contribution to the safety of the vehicle, its occupants, and other road users. This concept enables the vehicle to remain safely in the event of a malfunction or electrical failure.

[0003] The concept of achieving fail-safe braking using a parking brake system already exists advantageously. In particular, this fail-safe braking is achieved by releasing air from at least one spring-loaded brake cylinder, which results in the tensioning of at least one spring-loaded brake cylinder and the corresponding fail-safe braking.

[0004] DE 10 2019 131 930 A1, for example, describes an electro-pneumatic parking brake module for an electro-pneumatic braking system for a vehicle, comprising a reserve coupling for receiving reserve pressure, at least one parking brake coupling for connecting at least one parking brake cylinder, a main valve unit for receiving reserve pressure (configured to regulate spring-stored pressure at the parking brake coupling depending on control pressure), and a pilot valve assembly for receiving reserve pressure to provide control pressure, wherein the pilot valve assembly has a normally open holding valve that is not energized and a bistable valve that can switch between a first intake position and a second vent position. According to the method disclosed in DE 10 2019 131 930 A1, in the event of a fault or electrical failure, fault braking can be generated by automatic venting of the control pressure via the normally open holding valve that is not energized.

[0005] Establishing a driving-ready state for the vehicle after fail-safe braking remains problematic. Typically, this requires introducing emergency release pressure to allow air intake into at least one of the engaged spring-loaded brake cylinders. This introduction of emergency release pressure usually requires considerable time and / or equipment expenditure, and especially manual intervention.

[0006] Therefore, improvements to the emergency release mechanism of the parking brake system are desired. In particular, it should be possible to provide emergency release pressure reliably and with low cost. Summary of the Invention

[0007] The present invention is based on this aspect and aims to provide an improved electro-pneumatic braking system that can achieve an improved supply of emergency release pressure.

[0008] This task is solved by the invention in its first aspect using an electro-pneumatic braking system according to the invention. The invention is based on an electro-pneumatic braking system for vehicles, preferably commercial vehicles, having a parking brake system including a parking brake valve unit configured to regulate parking brake pressure at at least one spring accumulator connection based on pilot pressure. The parking brake valve unit has a pilot unit that regulates the pilot pressure onto a pilot path based on an electronic parking brake signal. The parking brake valve unit has an additional braking pressure connection pneumatically or pneumatically connected to the pilot path for introducing emergency release pressure, wherein the introduction of emergency release pressure at the additional braking pressure connection causes the regulation of parking brake pressure at at least one spring accumulator connection. The electro-pneumatic braking system also has a first control unit configured to provide an electronic parking brake signal to the parking brake valve unit.

[0009] According to the present invention, the electro-pneumatic braking system is characterized by having an emergency release valve unit. The emergency release valve unit is configured to receive a service braking pressure provided by the service braking system that is effective for the service braking or a pressure derived from the service braking pressure, and to provide an emergency release pressure at the auxiliary braking pressure connection based on the received electronic emergency release signal.

[0010] This invention is based on the understanding that providing emergency release pressure is advantageous for the emergency release spring-loaded brake cylinder, especially when the vehicle should move after a fail-safe braking system is applied via the parking brake. The invention includes the understanding that providing emergency release pressure via an emergency release valve unit can advantageously be achieved electronically, the valve unit being configured to provide emergency release pressure based on a received electronic emergency release signal. This reduces, or preferably even eliminates, the manual effort required to provide emergency release pressure for the emergency release spring-loaded brake cylinder.

[0011] A system independent of the parking brake system can be used to provide emergency release pressure by receiving the effective service brake pressure or the pressure derived from the service brake pressure and for providing emergency release pressure. This is particularly advantageous when the first control unit and / or the parking brake system are unavailable due to malfunctions or electrical failures.

[0012] This is further advantageously achieved by using the service brake pressure or pressure derived from the service brake pressure, which, if the service brake system is also operated, is only supplied to the emergency release valve unit. Thus, it can be advantageously ensured that the parking brake system or the spring-loaded brake cylinder is not unintentionally released due to, for example, a simple malfunction in the valve of the emergency release valve unit.

[0013] The advantageous improvements of the present invention describe in detail the advantageous possibilities for realizing the above-described concept within the scope of the proposed task and with regard to further advantages.

[0014] Particularly preferred is that the service brake pressure, or the pressure derived from the service brake pressure, is provided as the emergency release pressure at the auxiliary brake pressure connection. In other preferred improvements, the service brake pressure is provided as the emergency release pressure at the auxiliary brake pressure connection by means of a valve, preferably a pneumatically controlled main valve, adjusting the reserve pressure to the emergency release pressure at the auxiliary brake pressure connection based on the service brake pressure and / or an electronic emergency release signal.

[0015] In a preferred embodiment, the electronic emergency release signal is provided by a separate control unit. Preferably, the emergency release valve unit is pneumatically or pneumatically connected to the service braking system. Particularly preferably, the emergency release valve unit has a service brake connection that can be connected to the portion of the service braking system that guides the service brake pressure, particularly the axle modulator, for receiving the service brake pressure. Preferably, an additional brake pressure connection is provided as an emergency release connection. In other embodiments, the brake pressure connection may alternatively be a separate connection, preferably an anti-re-excitation connection.

[0016] In a preferred embodiment, the additional control unit is a service brake control unit assigned to the service brake system. Advantageously, in this embodiment, the emergency release valve unit can be operated when the first control unit assigned to the parking brake system fails. Such a failure of the first control unit could occur, for example, due to malfunctions and / or electrical failures.

[0017] The present invention is improved in that the first control unit is powered by a first energy supply unit, and the other control unit is powered by a second energy supply unit independent of the first energy supply unit. Advantageously, in this improved embodiment, even if the first energy supply unit fails, for example due to an error causing a power failure in the first energy supply unit and the first control unit, the emergency release valve unit can be operated by the other control unit. Preferably, the first energy supply unit has a first battery and / or the second energy supply unit has a second battery. Particularly preferably, the first energy supply unit is a first battery and / or the second energy supply unit is a second battery.

[0018] Within the scope of preferred improvements, the emergency release valve unit includes an emergency release pressure sensor configured to detect the emergency release pressure provided by the emergency release valve unit. The emergency release pressure sensor advantageously allows for the monitoring of the emergency release valve unit's functionality. Preferably, the emergency release pressure sensor is pneumatically connected to the main connection portion of the emergency release valve unit and / or to the connection portion of the first emergency release valve. Preferably, the emergency release pressure sensor is configured to preferably provide a corresponding emergency release pressure signal to another control unit. Preferably, the emergency release pressure sensor is arranged within the emergency release valve unit and / or the emergency release module or structural unit.

[0019] Advantageously, the pilot unit is configured to be pneumatically self-holding. In a preferred improvement, the pilot unit has a compensation valve between the reserve path and the control path of the parking brake valve unit. This compensation valve is preferably pneumatically switchable via a compensation control coupling, which is pneumatically connected to the control path. In a particularly preferred improvement, the compensation valve is throttled and has a first throttling element between the first and second compensation valve couplings and / or a second throttling element between the second and third compensation valve couplings. With the aid of the pneumatically self-holding pilot unit, especially with the compensation valve, it is advantageous to maintain a continuous air intake at the control coupling of the pneumatically operated main valve by a one-time or brief introduction of emergency release pressure, because a pneumatic connection between the reserve path and the control coupling can be established via the compensation valve. The compensation valve is preferably switched via a pneumatic compensation control path. In this way, the spring-loaded brake cylinder can be sustained or released over a longer period of time by a short introduction of emergency release pressure, preferably in the form of the service brake pressure. Preferably, the pilot unit has a first pilot valve configured to pneumatically connect the reserve path to the pilot path in a controllable manner. Preferably, the pilot unit has a second pilot valve configured to pneumatically connect the pilot path to the vent connection in a controllable manner.

[0020] Within the scope of preferred improvements, the emergency release valve unit comprises a two-position three-way directional valve, preferably a two-position three-way solenoid directional valve. The two-position three-way directional valve has a first emergency release valve connection for providing emergency release pressure, a second emergency release valve connection for receiving service brake pressure or pressure derived from service brake pressure, and a third emergency release vent connection. The two-position three-way directional valve is configured such that, in the first emergency release valve position, the first emergency release valve connection is pneumatically connected to the second emergency release valve connection, and in the second emergency release valve position, the first emergency release valve connection is pneumatically connected to the emergency release vent connection. Preferably, the first emergency release valve connection can be pneumatically connected to an additional brake pressure connection. In particular, in the first emergency release valve position, the emergency release vent connection is closed. In particular, in the second emergency release valve position, the second emergency release valve connection is closed. Particularly preferably, the two-position three-way directional valve is configured as a solenoid directional valve, which can be controlled dependent on an electronic emergency release signal.

[0021] The invention is improved in that the emergency release valve unit has an emergency release pilot assembly (which regulates the service brake pressure or pressure derived from the service brake pressure to an emergency release pilot pressure based on an electronic emergency release signal) and an emergency release main valve assembly (which regulates the reserve pressure to an emergency release pressure at the main connection based on the emergency release pilot pressure). Preferably, the emergency release valve unit has a reserve connection for receiving the reserve pressure. Preferably, the emergency release main valve assembly has a pneumatically switchable main valve. Preferably, the main valve is configured as a two-position three-way directional valve having a first main valve connection for providing emergency release pressure, a second main valve connection for receiving the reserve pressure, and a third main valve vent connection. Preferably, the main valve is configured such that in a first main valve position, the first main valve connection is pneumatically connected to the second main valve connection, and particularly preferably, the main valve vent connection is closed. Preferably, the main valve is configured such that, in the second main valve position, the first main valve connection portion is pneumatically connected to the main valve vent connection portion, and particularly preferably, the second main valve connection portion is shut off.

[0022] Preferably, the emergency release valve unit has a pneumatic self-holding path that pneumatically connects the main valve control connection of the main valve to the main connection of the emergency release valve unit and / or the first main valve connection of the main valve. The pneumatic self-holding path advantageously enables pneumatic self-holding via the emergency release valve unit, whereby a brief application of service brake pressure results in a sustained emergency release pressure. In this manner, at least one spring-loaded brake cylinder can be sustained for emergency release after a one-time application of service brake pressure or pressure derived from the service brake pressure.

[0023] Preferably, the emergency release pilot assembly has a pilot valve that can be controlled by an electronic emergency release signal. Particularly preferably, the pilot valve is constructed as a two-position two-way directional valve, preferably a two-position two-way solenoid directional valve.

[0024] The present invention is improved in that the emergency release pilot assembly has a holding valve for selectively maintaining the emergency release pilot pressure, particularly at the main valve control connection, depending on the emergency release signal. Preferably, the pilot valve is configured as a two-position three-way directional valve, more preferably a two-position three-way solenoid directional valve. Preferably, the holding valve is configured as a two-position two-way directional valve, more preferably a two-position two-way solenoid directional valve. Preferably, the holding valve is arranged and configured to maintain the emergency release pilot pressure regulated at the main valve control connection of the main valve. Particularly preferably, the electronic emergency release signal includes a first emergency release signal for the pilot valve and / or a second emergency release signal for the holding valve.

[0025] Within a preferred improvement, the emergency release valve unit is arranged within the parking brake valve unit, or forms a structural unit with the parking brake valve unit, or is constructed as an independent emergency release module.

[0026] In a second aspect, the invention also describes a vehicle for performing a task, the vehicle having an electro-pneumatic braking system according to a first aspect of the invention, wherein the electro-pneumatic braking system includes a service braking system. In a preferred embodiment, the vehicle, preferably the electro-pneumatic braking system, has an additional control unit for providing an electronic emergency release signal.

[0027] In a preferred embodiment, the vehicle is a vehicle-trailer comprising a tractor and a trailer configured as commercial vehicles. The electro-pneumatic braking system includes: a first emergency release valve unit, assigned to a first parking brake valve unit in the tractor parking brake circuit for the tractor and switchable based on an electronic vehicle emergency release signal; and a second emergency release valve unit, assigned to a second parking brake valve unit in the trailer parking brake circuit for the trailer and switchable based on an electronic trailer emergency release signal. Particularly preferably, the electronic vehicle emergency release signal and the electronic trailer emergency release signal are provided by a separate control unit.

[0028] In a preferred improvement of the vehicle, it is specified that the first parking brake valve unit and the second parking brake valve unit are constructed as a common multi-channel parking brake valve unit.

[0029] In a third aspect, the invention also describes a method for operating an electro-pneumatic braking system to perform a task, the method comprising the steps of: receiving, via an emergency release valve unit, a service brake pressure effective for the service brake or a pressure derived from the service brake pressure; providing an electronic emergency release signal; and receiving the electronic emergency release signal via the emergency release valve unit; providing, via the emergency release valve unit, an emergency release pressure effective for at least one spring-loaded brake cylinder based on the received electronic emergency release signal; and receiving the emergency release pressure via a parking brake valve unit. In a preferred embodiment of the method, the electronic emergency release signal is provided by a separate control unit. In a preferred embodiment of the method, the separate control unit is different from the control unit assigned to the parking brake valve unit. In a preferred embodiment of the method, the service brake pressure or a pressure derived from the service brake pressure or a reserve pressure is provided as the emergency release pressure.

[0030] In a fourth aspect, the invention also describes the application of an emergency release valve unit in an electro-pneumatic braking system to solve a task, wherein the electro-pneumatic braking system has a parking brake system, the parking brake system having a parking brake valve unit configured to regulate parking brake pressure at at least one spring accumulator connection based on pilot pressure, wherein the parking brake valve unit has a pilot unit that regulates pilot pressure onto a pilot path based on an electronic parking brake signal, and wherein the parking brake valve unit has an additional braking pressure connection that connects to the pilot path air... A dynamic or pneumatic connection is used to introduce emergency release pressure, wherein the introduction of emergency release pressure at the additional braking pressure connection causes the parking brake pressure to be regulated at at least one spring accumulator connection, and the electro-pneumatic braking system further has a first control unit configured to provide an electronic parking brake signal to the parking brake valve unit, wherein the emergency release valve unit receives a service brake pressure effective for the service brake provided by the service brake system or a pressure derived from the service brake pressure and provides emergency release pressure at the additional braking pressure connection depending on the received electronic emergency release signal. In a preferred embodiment of this application, the electronic emergency release signal is provided by a separate control unit.

[0031] It should be understood that the electro-pneumatic braking system according to the first aspect of the present invention, the vehicle according to the second aspect of the present invention, the method for operating the electro-pneumatic braking system according to the third aspect of the present invention, and the application of the emergency release valve unit according to the fourth aspect of the present invention in the electro-pneumatic braking system have the same and similar sub-aspects. In this regard, improvements to one aspect of the present invention can also be referred to in other aspects of the present invention.

[0032] Preferably, the electro-pneumatic braking system is constructed according to at least one of the aforementioned preferred modifications of the electro-pneumatic braking system according to the first aspect of the invention, within the scope of the method according to the third aspect of the invention and / or within the scope of application according to the fourth aspect of the invention.

[0033] Embodiments of the invention will now be described below in conjunction with the accompanying drawings. These drawings are not intended to show the embodiments to scale; rather, they are implemented in an illustrative and / or slightly modified form if helpful for explanation. For supplementation to the teachings directly identifiable from the drawings, refer to the relevant prior art. It must be considered that various modifications and changes relating to the form and detail of the embodiments can be made without departing from the general spirit of the invention. Features of the invention disclosed in the specification and drawings may be beneficial individually or in any combination to improvements of the invention. Furthermore, all combinations consisting of at least two of the features disclosed in the specification and / or drawings fall within the scope of the invention. The general spirit of the invention is not limited to the exact form or detail of the preferred embodiments shown and described below. Values ​​within the proposed boundaries within a given range of measurements should also be disclosed as boundary values ​​and can be used freely and protected. For simplicity, the same reference numerals are used below for the same or similar parts or parts having the same or similar functions. Attached Figure Description

[0034] Further advantages, features, and details of the present invention will become apparent from the following description of preferred embodiments, with reference to the accompanying drawings. Wherein: Figure 1 A preferred embodiment of a commercial vehicle with an electro-pneumatic braking system is shown. Figure 2 A first embodiment of an emergency release valve unit for an electro-pneumatic braking system according to a first aspect of the present invention is shown. Figure 3 A second embodiment of an emergency release valve unit for an electro-pneumatic braking system according to a first aspect of the invention is shown. Figure 4 A third embodiment of an emergency release valve unit for an electro-pneumatic braking system according to a first aspect of the present invention is shown. Figure 5 A fourth embodiment of an emergency release valve unit for an electro-pneumatic braking system according to the first aspect of the present invention is shown. Figure 6 A first embodiment of a parking brake valve unit for an electro-pneumatic braking system according to a first aspect of the present invention is shown. Figure 7A second embodiment of a parking brake valve unit for an electro-pneumatic braking system according to the first aspect of the present invention is shown, and Figure 8 An alternative preferred embodiment of a vehicle in the form of a car train is shown, which has an electro-pneumatic braking system.

[0035] Detailed Implementation Plan

[0036] Figure 1 A vehicle 200 in the form of a commercial vehicle 201 is schematically shown, having a preferred embodiment of an electro-pneumatic braking system 202. The electro-pneumatic braking system 202 includes a service brake system 510 and a parking brake system 520. The parking brake system 520 has a parking brake valve unit 24, which has at least one spring accumulator coupling 21 for providing parking brake pressure pPB to spring accumulator brake cylinders 442. Here, the vehicle 200 has four spring accumulator brake cylinders 442 respectively assigned to the rear wheels. Furthermore, the service brake system 510 has two service brake cylinders 445 respectively assigned to the front wheels 221.

[0037] Here, the spring-energy-storing brake cylinders 442 are configured as combined brake cylinders 446, that is, they each have a service brake chamber 444 that is assigned to the service brake system 510 and can be activated by the service brake pressure pB.

[0038] To receive the service brake pressure pB, the service brake chamber 444 is pneumatically connected to the service brake pressure connection 486 of the axle modulator 484. The electro-pneumatic braking system 202 has an additional control unit 420, which is configured as a service brake control unit 421 for controlling the service brake system 510. Here, for operational purposes, the additional control unit 420 is connected to the axle modulator 486 via a signal ground connection.

[0039] Advantageously, the axle modulator 486 and the additional control unit 420 are structurally integrated in the central module 480.

[0040] The electro-pneumatic braking system 202 also includes a parking brake valve unit 24, which is configured to regulate the parking brake pressure pPB. In order to provide the parking brake pressure pPB to the spring-energy storage brake cylinder 442, the parking brake valve unit 24 has at least one spring energy storage coupling 21, which is pneumatically connected to the spring-energy storage brake cylinder 442.

[0041] The electro-pneumatic braking system 202 has a first control unit 410, which is connected to the parking brake valve unit 24 to provide an electronic parking brake signal SF for control purposes.

[0042] By regulating the parking brake pressure pPB at the spring accumulator coupling 21 based on the electronic parking brake signal SF, the spring accumulator brake cylinder 442 is inflated, and the wheel brakes (not shown in detail here) are released in an emergency. Conversely, if the spring accumulator brake cylinder 442 is deflated, that is, when the parking brake pressure pPB drops below the minimum value, the spring accumulator brake cylinder 442 engages, and the wheels, specifically the rear wheels 222, are braked by the wheel brakes (not shown in detail here).

[0043] This release of air from the spring-loaded brake cylinder 442 is particularly useful during fail braking or emergency braking. This situation arises, for example, if an abnormal error FA or electrical fault FS occurs in the first control unit 410. In this case, the vehicle 200 can no longer move easily because the spring-loaded brake cylinder 442 is engaged, and air intake through the parking brake valve unit 24 is impossible due to the fault in the first control unit 410.

[0044] If the first control unit 410 no longer supplies electrical energy E, for example, due to a power failure FS, then the first control unit 410 is electrically connected to the first energy supply unit 780 for the purpose of supplying electrical energy E. Meanwhile, the other control unit 420 is electrically connected to the second energy supply unit 782 for the purpose of supplying electrical energy E.

[0045] The electro-pneumatic braking system 202 has an emergency release valve unit 1. The emergency release valve unit 1 is configured to provide an emergency release pressure pN to the parking brake valve unit 24.

[0046] The emergency release valve unit 1 is pneumatically connected to the additional brake pressure connection 38 in the form of the emergency release connection 84 of the parking brake valve unit 24 via the main connection 26 (where the emergency release pressure pN is regulated) to provide the emergency release pressure pN.

[0047] The emergency release valve unit 1 is pneumatically connected to the service brake system 510 (here, to the axle modulator 480) via the service brake coupling 27 to receive the service brake pressure pB. In other embodiments, the received pressure is the pressure pB' derived from the service brake pressure pB.

[0048] Here, the emergency release valve unit 1 is connected to another control unit 420 via a guide signal to receive the electronic emergency release signal SN.

[0049] The parking brake valve unit 24 and the first control unit 410 can be structurally integrated into a parking brake module 39 as shown herein.

[0050] The emergency release valve unit 1 and the parking brake module 39 can advantageously be structurally integrated into the structural unit 36, as shown by the dashed lines here. In an alternative embodiment, the emergency release valve unit 1 is constructed as a structurally independent emergency release module 37.

[0051] Figure 2 A first emergency release valve unit 1 is shown as a preferred embodiment of an electro-pneumatic braking system. Here, the emergency release valve unit 1 has a two-position three-way directional valve 120 in the form of a two-position three-way solenoid directional valve 122. The two-position three-way directional valve 120 has a first emergency release valve connection 120.1, which is pneumatically connected to a main connection 26 to provide an emergency release pressure pN. The two-position three-way directional valve 120 has a second emergency release valve connection 120.2, which is pneumatically connected to a service brake connection 27 to receive a service brake pressure pB or a pressure pB' derived from the service brake pressure pB. The two-position three-way directional valve 120 has a third emergency release vent connection 120.3, which vents air to the external environment. In the first emergency release valve position 120A of the two-position three-way directional valve 120, the first emergency release valve connection 120.1 is pneumatically connected to the second emergency release valve connection 120.2 so as to provide the service brake pressure pB provided at the service brake connection 27 as the emergency release pressure pN to the main connection 26. In the second emergency release valve position 120B, the first emergency release valve connection 120.1 is pneumatically connected to the emergency release vent connection 120.3, specifically for venting the main connection 26 and the connection pneumatically connected thereto.

[0052] With the aid of a separate control unit 420 (which may be associated with the service braking system 510, not shown here), an electronic emergency release signal SN can be provided to the electronic control connection 120.4 of the two-position three-way directional valve 120 to switch the two-position three-way directional valve 120 to the first emergency release valve position 120. In the uncontrolled state, that is, when there is no electronic emergency release signal SN at the control connection 120.4, the two-position three-way directional valve 120 is in the second emergency release valve position 120B.

[0053] Figure 3 A preferred second embodiment of the emergency release valve unit 1 is shown. (Compared to...) Figure 2Unlike the first embodiment of the emergency release valve unit 1 shown, the second emergency release valve unit 1 has an emergency release pressure sensor 94, which is pneumatically connected to the main connection 26. The emergency release pressure sensor 94 is configured to detect the emergency release pressure pN regulated at the first emergency release valve connection 120.1, and provides a corresponding electronic emergency release pressure signal SPN based on the detected emergency release pressure pN. Here, the emergency release pressure sensor 94 is signal-guidedly connected to another control unit 420 to provide the electronic emergency release pressure signal SPN to the other control unit 420.

[0054] In embodiments with an emergency release pressure sensor 94, it is advantageous to monitor the function of the emergency release valve unit 1, particularly the two-position three-way directional valve 120.

[0055] Figure 4 A preferred third embodiment of the emergency release valve unit 1 is shown. (Compared to...) Figure 3 The second embodiment of the emergency release valve unit 1 shown differs in that the emergency release valve unit 1 shown here has an emergency release pilot assembly 130 and an emergency release main valve assembly 140. The emergency release pilot assembly 130 includes a pilot valve 132 arranged in the emergency release pilot path 131 and configured as a two-position two-way solenoid directional valve 133 in the form of a two-position two-way directional valve 134. The pilot valve 132 can be controlled by an electronic emergency release signal SN. The emergency release main valve assembly 140 includes a pneumatically switchable main valve 142 configured as a two-position three-way directional valve 143. The pneumatically switchable main valve 142 has a main valve control connection 142.4 pneumatically connected to the emergency release pilot path 131 to receive the emergency release pilot pressure pNV. The pilot valve 132 is arranged in the emergency release pilot path 131 between the service brake connection 27 and the main valve control connection 142.4.

[0056] In the first valve position 132A of the pilot valve 132, the second pilot valve connector 132.2, which is connected to the service brake connector 27, is pneumatically connected to the first pilot valve connector 132.1, which is connected to the main valve control connector 142.4, so as to provide the service brake pressure pB as the emergency release pilot pressure pNV to the main valve control connector 142.4. In the second valve position 132B of the pilot valve 132, the service brake connector 27 is pneumatically disengaged from the main valve control connector 142.4. The pilot valve 132 is configured to switch to the first valve position 132A depending on the electronic emergency release signal SN.

[0057] The emergency release valve unit 1 also has a reserve connection 29 for receiving reserve pressure pV.

[0058] The emergency release main valve assembly 140 has a main path 141 that pneumatically connects the reserve connection 29 to the main connection 26 and in which the main valve 142 is arranged. Here, the main valve 142 is configured as a two-position three-way directional valve 143. The main valve 142 includes a first main valve connection 142.1, which is pneumatically connected to the main connection 26 for providing an emergency release pressure pN. The main valve 142 includes a second main valve connection 142.2, which is pneumatically connected to the reserve connection 29 for receiving a reserve pressure pV. The main valve 142 includes a third main valve vent connection 142.3 for venting to the atmosphere. In the first main valve position 142A of the main valve 142, the first main valve connection 142.1 is pneumatically connected to the second main valve connection 142.2, and preferably the main valve vent connection 142.3 is shut off. Therefore, at the first main valve position 142A, a reserve pressure pV is provided to the main connection part 26 as an emergency release pressure pN.

[0059] In the second main valve position 142B of the main valve 140, the first main valve connection 142.1 is pneumatically connected to the main valve vent connection 142.3 and preferably disconnected from the second main valve connection 142.2. Therefore, in the second main valve position 142B, the reserve connection 29 is pneumatically separated from the main connection 26.

[0060] The main valve 142 can be pneumatically controlled by the pilot valve 132 as follows: if the emergency release pilot pressure pNV is regulated at the main valve control connection 142.4 by the pilot valve 132 in its first valve position 132A, the main valve 142 switches to the first main valve switching position 142A.

[0061] The emergency release valve unit 1 also has a pneumatic self-holding path 150, which pneumatically connects the first main valve connection 142.1 to the main valve control connection 142.4. Advantageously, the pneumatic self-holding path 150 allows the emergency release pressure pN, regulated by the main valve 142 at the first main valve connection 142.1, to be provided to the main valve control connection 142.4 as an emergency release pilot pressure pNV, specifically, advantageously independent of the service brake pressure pB provided at the service brake connection 27. The pneumatic self-holding path 150 advantageously enables the emergency release pressure pN to be continuously regulated at the main connection even when the service brake pressure pB is provided to the main valve control connection 142.4 only once, particularly briefly, and even when the service brake pressure pB is no longer provided.

[0062] exist Figure 5 A further preferred fourth embodiment of the emergency release valve unit 1 is shown. The emergency release valve unit 1 and... Figure 4The difference in the emergency release valve unit 1 shown is that the emergency release pilot assembly 130 has an additional pilot valve 132' in the form of a two-position three-way directional valve 135 and additionally a holding valve 137. The additional pilot valve 132' and the holding valve 137 are pneumatically connected in series within the emergency release pilot path 131. The additional pilot valve 132' is here configured as a two-position three-way solenoid directional valve 136 and can be controlled by a first electronic emergency release signal SN1. Unlike... Figure 4 The pilot valve 132 shown, and the additional pilot valve 132' also have a vent connection 132.3, which is pneumatically connected to the first pilot valve connection 132.1 in the first valve position 132A.

[0063] The holding valve 137 is in the form of a two-position two-way directional valve 138, i.e., a two-position two-way solenoid directional valve 139, and can be controlled by a second electronic emergency release signal SN2. The holding valve 137 has a first valve position 137A, in which the holding valve 137 is pneumatically open, that is, the main valve control connection 142.4 is pneumatically connected to the pilot valve 132. The holding valve 137 has a second valve position 137B, in which the holding valve 137 pneumatically disengages the main valve control connection 142.4 from the pilot valve 132.

[0064] The emergency release pilot assembly 130, shown here, with a pilot valve 132 configured as a two-position three-way directional valve 135 and a holding valve 137, advantageously enables controlled venting of the emergency release pilot pressure pNV present at the main valve control connection 142.4, thereby ending the regulation of the emergency release pressure pN at the main connection 26. For this purpose, the holding valve 137 is advantageously switched to the first valve position 137A and the pilot valve 132 is switched to the second valve position 132B, thus venting the main valve control connection 142.4 through the venting connection 132.3.

[0065] Emergency release valve unit 1, which supplies reserve pressure pV, especially Figure 4 The third emergency release valve unit 1 shown is... Figure 5 The fourth emergency release valve unit 1 shown can advantageously achieve sustained regulation of the emergency release pressure pN, specifically, when the service brake pressure pB is no longer present on the service brake connection 27.

[0066] according to Figure 4 and Figure 5 The emergency release valve unit 1 shown does not directly provide the service brake pressure pB as the emergency release pressure pN, but instead provides a pressure pB' derived from the service brake pressure pB in the form of a reserve pressure pV, which is provided in a manner dependent on the service brake pressure pB regulated at the service brake connection 27.

[0067] Figure 6 A preferred parking brake valve unit 24 for an electro-pneumatic braking system 202 is shown. Emergency release valve unit 1, here is... Figure 3 In the second embodiment of the emergency release valve unit 1 shown, the main connection 26 for providing emergency release pressure pN is connected to the auxiliary brake pressure connection 38 of the parking brake valve unit 24. The auxiliary brake pressure connection 38 is here configured as an emergency release connection 84.

[0068] The parking brake valve unit 24 has a reserve pressure path 70. The parking brake valve unit 24 is configured to regulate the parking brake pressure pBP at at least one spring accumulator connection 21 based on the electronic parking brake signal SF.

[0069] The reserve pressure path 70 is pneumatically connected to the first compressed air reserve 6 and the second compressed air reserve 7 via a reserve switching valve 49 to receive the reserve pressure pV. The reserve switching valve 49 is configured as a high-selection switching valve, so that the compressed air reserve with the higher reserve pressure pV in the first compressed air reserve 6 and the second compressed air reserve 7 is connected to the reserve pressure path 70, while the corresponding other compressed air reserves 6 and 7 are shut off.

[0070] The reserve pressure path 70 is divided into a reserve branch 74, a control branch 76, and a compensation path 86. The compensation path 86 pneumatically connects the reserve pressure path 70 to the pilot path 47.

[0071] A compensation valve 80 is arranged in the compensation path 86. The compensation valve 80 is constructed as a two-position three-way directional valve 81. The compensation valve 80 has a first compensation valve connection part 80.1, which is pneumatically connected to the reserve pressure path 70. The compensation valve 80 has a second compensation valve connection part 80.2, which is pneumatically connected to the compensation path 86. The compensation valve 80 has a third compensation valve connection part 80.3, which is pneumatically connected to the venting line 44. The venting line 44 is connected to the venting connection part 3 for venting to the external environment.

[0072] The compensating valve 80 has a compensating valve control connection 80.4, which is pneumatically connected to the second compensating valve connection 80.2 via a compensating control path 83. Preferably, pneumatic operation is achieved via the compensating control path 83. The compensating control path 83 provides the compensating valve control connection 80.4 with the pressure present on the second compensating valve connection 80.2, especially the pilot pressure pSV.

[0073] In the second switching position 80B of the compensating valve 80, the first compensating valve connection 80.1 and the second compensating valve connection 80.2 are pneumatically connected, and the third compensating valve connection 80.3 is preferably disconnected. Therefore, in the second switching position 80B, the reserve pressure path 70 is pneumatically connected to the compensating path 86 and thus to the pilot path 47. In the first switching position 80A of the compensating valve 80, the second compensating valve connection 80.2 and the third compensating valve connection 80.3 are pneumatically connected, and the first compensating valve connection 80.1 is preferably disconnected. Therefore, in the first switching position 80A, the compensating path 86 and thus the pilot path 47 are pneumatically connected to the venting connection 3.

[0074] Here, the compensating valve 80 has a first throttling element 67 between the first compensating valve connection 80.1 and the second compensating valve connection 80.2. The first throttling element 67 advantageously has a rated width, which is smaller than the compensating path 86 and / or the reserve pressure path 70. Here, the compensating valve 80 has a second throttling element 68 between the second compensating valve connection 80.2 and the third compensating valve connection 80.3. The second throttling element 68 advantageously has a rated width, which is smaller than the compensating path 86 and / or the venting line 44.

[0075] If the compensation valve 80 switches to the second switching position 80B via the compensation control path 83, a reserve pressure pV is provided to the compensation valve control connection 80.4 via the compensation control path 83 to hold the compensation valve 80 in the second switching position 80B. In this state, the emergency release pressure pN or pilot pressure pSV, which is introduced once via the additional braking pressure connection 38 and held in the pilot path 47 by the check valve 85, is maintained. If a pressure drop should occur in the event of a leak in the pilot path 47, the reserve pressure pV is tracked in a compensatory manner via the compensation valve 80, particularly via the throttling element 27.

[0076] Here, the parking brake valve unit 24 has a main valve unit 34. The main valve unit 34 includes a pilot unit 8 and a pneumatically operated main valve 18. The pilot unit 8 is configured to provide a pilot pressure pSV to the control connection 18.3 of the pneumatically operated main valve 18 based on the electronic parking brake signal SF. The pneumatically operated main valve 18 is configured to regulate the parking brake pressure pBP at the main connection 18.2 based on the parking brake control pressure pPS, which is then provided to the spring accumulator connection 21. The pneumatically operated main valve 18 is here configured as a relay valve 20.

[0077] Pilot unit 8 has a first pilot valve 41 and a second pilot valve 42, which are each configured as a two-position two-way solenoid directional valve. The first pilot valve 41 allows the reserve pressure pV from the reserve pressure path 70 to be supplied as pilot pressure pSV to the pilot path 47 in the open position 41A. The pilot path 47 is arranged between the first pilot valve 41 and the second pilot valve 42 and is pneumatically or pneumatically connected to the control connection 18.3 of the main valve 18. The second pilot valve 42 can maintain the pilot pressure pSV within the pilot path 47, or allow the pilot path 47 to be released in a controllable manner.

[0078] By switching the first pilot valve 41 to the closed position 41B, the pilot pressure pSV within the pilot path 47 can be received or maintained at the control coupling 18.3 for sustained operation. Here, the second pilot valve 42 is also in the closed position 42B. Based on the configuration of the pilot unit 8 with the first pilot valve 41 and the second pilot valve 42, the electronic parking brake signal SF includes a first electronic parking brake signal SF1 for operating the first pilot valve 41 and a second electronic parking brake signal SF2 for operating the second pilot valve 42. By switching the second pilot valve 42 to the open position 42A, the pilot path 47 can be pneumatically connected to the vent line 44 for controlling the venting of the control coupling 18.3.

[0079] Pilot path 47 can be pneumatically connected to additional brake pressure connection 38 and / or anti-re-excitation connection 82. Emergency release pressure pN can be provided to pilot path 47 and, in particular, control connection 18.3 via additional brake pressure connection 38, so that parking brake pressure pBP can be regulated at spring accumulator connection 21 by pilot unit 8. In particular, the kinetic capability of commercial vehicle 201 can be controlledly established in the event of a brake system 202 failure or similar error causing deflation of spring accumulator brake cylinder 442 via additional brake pressure connection 38. Advantageously, a check valve 85 is arranged on additional brake pressure connection 38, which opens towards control connection 18.3 and closes in the opposite direction. The check valve 85 advantageously prevents uncontrolled overflow of pilot pressure pSV via additional brake pressure connection 38. The emergency release pressure pN introduced once can also be received or maintained in the pilot path 47 by means of the check valve 85 for continuous air intake of the spring accumulator connection 21 and thus for emergency release of at least one parking brake cylinder.

[0080] The anti-re-excitation coupling 82 can provide additional parking brake pressure pSZ to the pilot path 47 and, in particular, the control coupling 18.3, so that the parking brake pressure pBP can be regulated at the spring accumulator coupling 21 without relying on the pilot unit 8. In particular, the additional parking brake pressure pSZ can be provided by the service brake function (not shown here) to achieve the anti-re-excitation function.

[0081] The electro-pneumatic valve assembly 1 also advantageously includes a selector valve 88 arranged in the pilot path 47, configured as a high-pressure selector valve. The selector valve 88 has a first selector valve connection 88.1 connected to the anti-re-excitation connection 82, a second selector valve connection 88.2 connected to the additional braking pressure connection 38, and a third selector valve connection 88.3 connected to the control connection 18.3. The selector valve 88 is configured such that the selector valve connection with the higher pressure in the first selector valve connection 88.1 and the second selector valve connection 88.2 is connected to the third selector valve connection 88.3.

[0082] The electro-pneumatic valve assembly 1 has a pressure sensor 64, which is pneumatically connected to the spring accumulator coupling 21 to detect the parking brake pressure pBP.

[0083] The electro-pneumatic valve assembly 1 has an electronic control unit 99, which is connected to the electronic components of the electro-pneumatic valve assembly 1 via guiding signals and / or energy. Specifically, the first pilot valve 41 and the second pilot valve 42 are electrically connected to the electronic control unit 99 for operation. The pressure sensor 64 is also electrically connected to the electronic control unit 99.

[0084] This parking brake valve unit 24, as shown here, is particularly preferred for use in conjunction with the first emergency release valve unit 1 or the second emergency release valve unit 1, because the parking brake pressure pB, introduced at once as the emergency release pressure pN based on the compensation valve 80, causes the parking brake pressure pPB to be permanently regulated at the spring accumulator connection 21.

[0085] Figure 7 The second parking brake valve unit 24 is shown. Unlike the first parking brake valve unit 24, the second parking brake valve unit 24 does not have a compensation valve 80 and has an additional pilot unit 8' with an additional pilot path 47'. The additional pilot unit 8' and... Figure 6 The difference in the pilot unit 8 shown is that it has a bistable valve 72, which enables both the intake and exhaust of the other pilot path 47'. The additional pilot unit 8' also has a pilot holding valve 76 pneumatically connected in series with the bistable valve 72 within the other pilot path 47'. The pilot holding valve 76 maintains the pilot pressure pSV on the control connection 18.3 of the pneumatically operated main valve 18.

[0086] The second parking brake valve unit 24 is preferably used in conjunction with the emergency release valve unit 1, which enables sustained regulation of the emergency release pressure pN, and is particularly preferably used with the third or fourth emergency release valve unit 1. Since the second parking brake valve unit 24 does not have a compensating valve 80 or similar pneumatic holding function, the emergency release valve unit 1 with a self-holding path 150 advantageously provides this pneumatic holding function instead.

[0087] Figure 8 A vehicle 200 is shown in the form of a tractor unit 206 having a tractor 203 configured as a commercial vehicle 201 and a trailer 204 towed therefrom.

[0088] The vehicle 200 has an electro-pneumatic braking system 202 according to the invention, which includes a first emergency release valve unit 1.1 assigned to a first parking brake valve unit 24.1 and a second emergency release valve unit 1.2 assigned to a second parking brake valve unit 24.2. The first parking brake valve unit 24.1 is assigned to a first number M1 of spring-loaded brake cylinders 442 (arranged within the tractor unit 203) and is pneumatically connected to them via a tractor unit parking brake circuit 240. The second parking brake valve unit 24.2 is assigned to a second number of two spring-loaded brake cylinders 442 (arranged within the trailer unit 204) and is pneumatically connected to them via a trailer parking brake circuit 242.

[0089] The first parking brake valve unit 24.1 and the second parking brake valve unit 24.2 are respectively connected to the first control unit 410 assigned to the parking brake system 520 via a guide signal.

[0090] In a preferred embodiment, the first parking brake valve unit 24.1 and the second parking brake valve unit 24.2 (shown as dashed lines here) are configured as a common, multi-channel parking brake valve unit 24.3.

[0091] Emergency release valve units 1.1 and 1.2 are respectively connected to another control unit 420 associated with the service braking system 510 via a guide signal. The other control unit 420 is configured to provide an electronic vehicle emergency release signal SNA to the first parking brake valve unit 24.1. The other control unit 420 is also configured to provide an electronic trailer emergency release signal SNB to the second parking brake valve unit 24.2. By providing the electronic vehicle emergency release signal SNA and the electronic trailer emergency release signal SNB, all spring-loaded brake cylinders 442 can be released in an emergency, establishing the vehicle 200 in a driving-ready state.

[0092] List of reference numerals in attached figures (instruction manual section)

[0093] 1 Emergency release valve unit

[0094] 1.1, 1.2 First and second emergency release valve units

[0095] 3. Venting connection

[0096] 6 First Compressed Air Reserve Department

[0097] 7 Second Compressed Air Reserve Section

[0098] 8, 8' pilot unit

[0099] 18 Main valve

[0100] 18.2 Second Main Connecting Part

[0101] 18.3 Control connection of the main valve

[0102] 20 Relay Valve

[0103] 21 Spring accumulator connection part

[0104] 24 Parking Brake Valve Unit

[0105] 24.1, 24.2 First and second parking brake valve units

[0106] 26. Main connection part of the emergency release valve unit

[0107] 27. Service brake connection of emergency release valve unit

[0108] 24.3 Common parking brake valve unit

[0109] 29. Reserve connection part of emergency release valve unit

[0110] 34 Main Valve Unit

[0111] 36 structural units

[0112] 37 Emergency Release Module

[0113] 38 Additional Braking Pressure Connection

[0114] 39 Parking brake module

[0115] 41 First pilot valve

[0116] 41A First pilot valve open position

[0117] 41B First pilot valve shut-off position

[0118] 42 Second pilot valve

[0119] 42A Second pilot valve open position

[0120] 42B Second pilot valve shut-off position

[0121] 44 Venting Line

[0122] 47' and 47' leader paths

[0123] 49 Reserve switching valve

[0124] 64 Pressure Sensors

[0125] 67 First throttling component

[0126] 68 Second Flow Component

[0127] 70. Reserve Pressure Path

[0128] 72 Bistable Valve

[0129] 74 Reserve Branches

[0130] 76 Control Branches

[0131] 80 Compensation Valve

[0132] First switching position of 80A compensation valve

[0133] Second switching position of 80B compensating valve

[0134] 80.1 First compensating valve connection part

[0135] 80.2 Second compensating valve connection part

[0136] 80.3 Third compensation valve connection part

[0137] 81 Two-position three-way directional valve

[0138] 82 Anti-re-excitation connection part

[0139] 83 Compensation Control Path

[0140] 84 Emergency Release Connection

[0141] 80.4 Compensation valve control connection

[0142] 85 Check Valve

[0143] 86 Compensation Path

[0144] 88 Selector Valve

[0145] 88.1 First Selector Valve Connection

[0146] 88.2 Second Selector Valve Connection

[0147] 88.3 Third Selector Valve Connection

[0148] 94 Emergency Release Pressure Sensor

[0149] 99 Electronic Control Unit

[0150] 120 Two-position three-way directional valve

[0151] 120A Two-Position Three-Way Directional Control Valve First Emergency Release Valve Position

[0152] 120B Two-position Three-way Directional Control Valve Second Emergency Release Valve Position

[0153] 120.1 First emergency release valve connection of a two-position three-way directional control valve

[0154] 120.2 Second emergency release valve connection of a two-position three-way directional valve

[0155] 120.3 Emergency release venting connection of a two-position three-way directional valve

[0156] 120.4 Control connection part of a two-position three-way directional valve

[0157] 122 Two-position three-way solenoid directional valve

[0158] 130 Emergency Release Pilot Component

[0159] 131 Emergency Release Pilot Path of Emergency Release Pilot Component

[0160] 132 Pilot valve of emergency release pilot assembly

[0161] 132A pilot valve first valve position

[0162] 132B Pilot valve second valve position

[0163] 132.1 First pilot valve connection

[0164] 132.2 Second pilot valve connection

[0165] 132.3 Vent connection of pilot valve

[0166] 133 Two-position two-way directional valve, pilot valve constructed as a two-position two-way directional valve

[0167] 134 Two-position two-way solenoid directional valve, pilot valve constructed as a two-position two-way solenoid directional valve

[0168] 135 Two-position three-way directional valve, pilot valve constructed as a two-position three-way directional valve

[0169] 136 Two-position three-way solenoid directional valve, pilot valve constructed as a two-position three-way solenoid directional valve

[0170] 137 Holding Valve

[0171] 137A Maintaining valve in first valve position

[0172] 137B Maintaining valve in the second valve position

[0173] 138 Two-position two-way directional valve, holding valve constructed as a two-position two-way directional valve

[0174] 139 Two-position two-way solenoid directional valve, a holding valve constructed as a two-position two-way solenoid directional valve

[0175] 140 Emergency Release Main Valve Assembly

[0176] 141 Emergency release main valve assembly main path

[0177] 142 Emergency release main valve assembly main valve

[0178] 142A First Main Valve Position

[0179] 142B Second Main Valve Position

[0180] 142.1 First main valve connection

[0181] 142.2 Second main valve connection

[0182] 142.3 Main valve vent connection

[0183] 142.4 Main valve control connection

[0184] 143 Two-position three-way directional valve, the main valve constructed as a two-position three-way directional valve

[0185] 150 Self-holding path, self-holding path of the emergency release main valve assembly

[0186] 200 vehicles

[0187] 201 Commercial Vehicle

[0188] 202 Electro-pneumatic braking system

[0189] 203 tractor

[0190] 204 trailer

[0191] 206 tractor units

[0192] 221 Front Wheel

[0193] 222 rear wheel

[0194] 240 Tractor Parking Brake Circuit

[0195] 242 Trailer parking brake circuit

[0196] 410 First Control Unit

[0197] 420 Other control units

[0198] 421 Service Brake Control Unit

[0199] 442 Spring-stored brake cylinder

[0200] 444 Service Brake Chamber

[0201] 445 Service Brake Cylinder

[0202] 446 Combined Brake Cylinder

[0203] 480 Central Module

[0204] 484 Axle Modulator

[0205] 486 Service Brake Pressure Connection

[0206] 510 Service Braking System

[0207] 520 Parking Brake System

[0208] 780 First Energy Supply Department

[0209] 782 Second Energy Supply Department

[0210] E energy

[0211] FA exception error

[0212] FS power failure

[0213] M1 and M2 are the first and second number of spring-energy-storing brake cylinders.

[0214] pB Service Brake Pressure

[0215] pN Emergency pressure relief

[0216] pNV Emergency Release Pilot Pressure

[0217] pPB parking brake pressure

[0218] pSV pilot pressure

[0219] pSZ Additional parking brake pressure

[0220] pV reserve pressure

[0221] S vehicle emergency release signal

[0222] SF Electronic Parking Brake Signal

[0223] SF1, SF2 First and second electronic parking brake signals

[0224] SN Electronic Emergency Release Signal

[0225] SN1, SN2 First and second electronic emergency release signals

[0226] SNA vehicle emergency release signal

[0227] SNB trailer emergency release signal

[0228] SPN Emergency Pressure Release Signal

Claims

1. An electro-pneumatic braking system (202) for a vehicle (200), said electro-pneumatic braking system having: A parking brake system (520) having a parking brake valve unit (24) configured to regulate parking brake pressure (pPB) at at least one spring accumulator connection (21) in a pilot pressure (pSV), wherein, The parking brake valve unit (24) has a pilot unit (8) that regulates the pilot pressure (pSV) onto the pilot path (47) based on the electronic parking brake signal (SF). The parking brake valve unit (24) has an additional braking pressure connection (38) that is pneumatically or can be pneumatically connected to the pilot path (47) to introduce emergency release pressure (pN). The introduction of the emergency release pressure (pN) at the additional braking pressure connection (38) causes the parking brake pressure (pPB) to be regulated at at least one spring accumulator connection (21). A first control unit (410) is configured to provide an electronic parking brake signal (SF) to the parking brake valve unit (24). Its characteristics include, An emergency release valve unit (1) is configured to receive a service brake pressure (pB) effective for the service brake (BB) provided by the service brake system (510) or a pressure (pB') derived from the service brake pressure (pB), and Emergency release pressure (pN) is provided at the additional braking pressure connection (38) based on the received electronic emergency release signal (SN).

2. The electro-pneumatic braking system (202) according to claim 1, characterized in that, The electronic emergency release signal (SN) is provided by a separate control unit (420).

3. The electro-pneumatic braking system (202) according to claim 2, characterized in that, The additional control unit (420) is the service brake control unit (421) assigned to the service brake system (510).

4. The electro-pneumatic braking system (202) according to claim 2 or 3, characterized in that, The first control unit (410) is supplied with electrical energy (E) by the first energy supply unit (780), and the other control unit (420) is supplied with electrical energy (E) by the second energy supply unit (782) which is independent of the first energy supply unit (780).

5. The electro-pneumatic brake system (202) according to any one of claims 1 to 3, characterized in that have Emergency release pressure sensor (94) is configured to detect the emergency release pressure (pN) provided by the emergency release valve unit (1).

6. The electro-pneumatic braking system (202) according to any one of claims 1 to 3, characterized in that, The pilot unit (8) is configured to be pneumatically self-holding.

7. The electro-pneumatic braking system (202) according to any one of claims 1 to 3, characterized in that, The emergency release valve unit (1) has a two-position three-way directional valve (120), which has a first emergency release valve connection (120.1) for providing the emergency release pressure (pN), a second emergency release valve connection (120.2) for receiving the service brake pressure (pB) or the pressure (pB') derived from the service brake pressure (pB), and a third emergency release venting connection (120.3). In the first emergency release valve position (120A), the two-position three-way directional valve (120) pneumatically connects the first emergency release valve connection part (120.1) with the second emergency release valve connection part (120.2), and in the second emergency release valve position (120B), the first emergency release valve connection part (120.1) pneumatically connects with the emergency release venting connection part (120.3).

8. The electro-pneumatic braking system (202) according to any one of claims 1 to 3, characterized in that, The emergency release valve unit (1) has an emergency release pilot assembly (130) that, depending on the electronic emergency release signal (SN), regulates the service brake pressure (pB) or the pressure (pB') derived from the service brake pressure (pB) to an emergency release pilot pressure (pNV). The emergency release valve unit has an emergency release main valve assembly (140) with a pneumatically switchable main valve (142) that adjusts the reserve pressure (pV) to the emergency release pressure (pN) at the main connection (26) based on the emergency release pilot pressure (pNV).

9. The electro-pneumatic braking system (202) according to claim 8, characterized in that, The emergency release valve unit (1) has a pneumatic self-holding path (150) that pneumatically connects the main valve control connection (142.4) of the main valve (142) to the main connection (26) and / or the first main valve connection (142.1) of the main valve (142).

10. The electro-pneumatic braking system (202) according to claim 8, characterized in that, The emergency release pilot assembly (130) has a pilot valve (132) that can be controlled by the electronic emergency release signal (SN).

11. The electro-pneumatic braking system (202) according to claim 8, characterized in that, The emergency release pilot assembly (130) has a holding valve (137) configured to selectively maintain the emergency release pilot pressure (pNV) in response to the emergency release signal (SN).

12. The electro-pneumatic braking system (202) according to any one of claims 1 to 3, characterized in that, The emergency release valve unit (1) is arranged in the parking brake valve unit (24) or forms a structural unit (36) with the parking brake valve unit (24) or is constructed as an independent emergency release module (23).

13. The electro-pneumatic braking system (202) according to any one of claims 1 to 3, characterized in that, The vehicle in question is a commercial vehicle (201).

14. The electro-pneumatic braking system (202) according to claim 7, characterized in that, The two-position three-way directional valve (120) is a two-position three-way solenoid directional valve (122).

15. A vehicle (200), said vehicle having: The electro-pneumatic brake system (202) according to any one of claims 1 to 14, wherein The electro-pneumatic braking system (202) includes a service braking system (510).

16. The vehicle (200) of claim 15, wherein, The vehicle (200) is a tractor unit (206) having a tractor (203) and a trailer (204) configured as the commercial vehicle (201), characterized in that, The electro-pneumatic braking system (202) has a first emergency release valve unit (1.1), which is assigned to a first parking brake valve unit (24.1) of the tractor parking brake circuit (220) for the tractor (203) and can be switched based on the electronic vehicle emergency release signal (SNA). The electro-pneumatic braking system has a second emergency release valve unit (1.2), which is assigned to a second parking brake valve unit (24.2) of the trailer parking brake circuit (222) for the trailer (204) and can be switched depending on the electronic trailer emergency release signal (SNB).

17. The vehicle (200) according to claim 15 or 16, characterized in that, The vehicle in question is a commercial vehicle (201).

18. A method for operating an electro-pneumatic braking system (202) having an emergency release valve unit (1), the method comprising the steps of: The emergency release valve unit (1) receives the effective service brake pressure (pB) for the service brake (BB) or the pressure (pB') derived from the service brake pressure (pB). Provide electronic emergency release signal (SN), and The electronic emergency release signal (SN) is received through the emergency release valve unit (1). The emergency release valve unit (1) provides an emergency release pressure (pN) based on a received electronic emergency release signal (SN), the emergency release pressure being effective against at least one spring-loaded brake cylinder (442). The emergency release pressure (pN) is received by the parking brake valve unit (24).

19. Application of an emergency release valve unit (1) in an electro-pneumatic braking system (202), wherein, The electro-pneumatic braking system (202) has a parking brake system (520) having a parking brake valve unit (24) configured to regulate the parking brake pressure (pPB) at at least one spring accumulator connection (21) in a pilot pressure (pSV), wherein, The parking brake valve unit (24) has a pilot unit (8) that regulates the pilot pressure (pSV) onto the pilot path (47) based on the electronic parking brake signal (SF), wherein, The parking brake valve unit (24) has an additional braking pressure connection (38) that is pneumatically or can be pneumatically connected to the pilot path (47) for introducing emergency release pressure (pN). The introduction of the emergency release pressure (pN) at the additional braking pressure connection (38) causes the parking brake pressure (pPB) to be regulated at at least one spring accumulator connection (21). The electro-pneumatic braking system has a first control unit (410) configured to provide the electronic parking brake signal (SF) to the parking brake valve unit (24), wherein, The emergency release valve unit (1) receives the service brake pressure (pB) effective for the service brake (BB) provided by the service brake system (510) or the pressure (pB') derived from the service brake pressure (pB) and provides emergency release pressure (pN) at the additional brake pressure connection (38) depending on the received electronic emergency release signal (SN).

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