Device for partially autonomous or autonomous operating motor vehicle

Abstract

The invention relates to a device for a partially or autonomously operating motor vehicle, comprising at least the following devices: an electrically actuatable service brake device (80), which carries out at least one service brake function; an electrically actuatable parking brake device (104), which carries out at least one parking brake function and has at least one pressed state and a released state; a drive device (109), which has at least one active state for driving the motor vehicle and an inactive state in which the drive device (109) stops operating; an activation device (112), which generates an activation signal (S), which places the drive device (109) from an inactive state into an active state; and an electrical energy source (52) which supplies at least the electrically actuatable service brake device (80) and the starter device (112) with electrical energy. According to the invention, an electronic control device (116) is provided which is in signal connection (117) at least to the parking brake device (104) and to the starter device (112) and which receives an actual value (Uist) of a supply voltage for the electrical energy source (52) from a sensor device (115), the electronic control device (116) being designed such that the actual value (Uist) of the supply voltage for the electrical energy source (52) is detected by the sensor device (115). The electronic control device can determine, by means of the signal connection (117), whether the parking brake device (104) is in the pressed state and the starter device (112) has generated the activation signal (S), and if so, if the actual value (Uist) for the supply voltage does not reach or exceed a supply voltage minimum value (Umin), if the actual value (Uist) for the supply voltage does not reach or exceed the supply voltage minimum value (Umin), the activation signal (S) is generated. The electronic control device (116) holds the parking brake device (104) in the pressed state all the time. As a result, safety is provided for preventing accidental movements of the motor vehicle.

Description

Technical Field

[0001] The invention relates to a device for a partially autonomous or autonomously operating motor vehicle according to the preamble of claim 1. The invention also relates to a partially autonomous or autonomously operating motor vehicle according to claim 15, which has such a device. Background Art

[0002] Such a device is described, for example, in the as-yet-unpublished German patent application with the document number 10 2021 114 055.2. The electrical device comprises an electropneumatic service brake device having a primary service brake circuit and a redundant service brake circuit, wherein, in response to an auxiliary brake request signal of an auxiliary system, in the redundant service brake circuit, regardless of a defect in the primary service brake circuit, at least one pneumatic brake control pressure is immediately and directly controlled to be output to the (still) closed electromagnetic backup valve of at least one pressure regulating module by energization. Then, in the event of a failure of the primary service brake circuit, the then de-energized electromagnetic backup valve of at least one pressure regulating module automatically opens and a brake pressure is immediately built up in the pressure regulating module concerned based on or as a function of the pneumatic brake control pressure already present there.

[0003] In commercial vehicles that are driven in particular (also or additionally) by an internal combustion engine, immediately after the engine start (cranking) is initiated by a starter device (e.g. a starter), a supply voltage that is too low may occur for a certain duration (e.g. for a few seconds).

[0004] High current demand of the starter,

[0005] The internal resistance of the starter battery, and

[0006] The actual situation is as follows: the generator does not provide (effective) current.

[0007] Cold temperatures or an old starter battery can increase this effect.

[0008] Then, the electropneumatic service brake device with a primary service brake circuit and a redundant service brake circuit as described above automatically switches from the primary service brake circuit to the redundant service brake circuit when the supply voltage falls below a minimum supply voltage value, for example by immediately opening a backup valve integrated into a pressure regulating module in the electropneumatic service brake device described above. In such a case, the supply voltage is no longer sufficient to adequately supply the electrical components of the electrically actuated primary service brake circuit, so that the primary service brake circuit cannot perform a service brake function.

[0009] If the motor vehicle has a brake actuation mechanism (e.g. a foot brake valve) by means of which the driver can actuate the redundant service brake circuit, for example purely pneumatically, redundant braking can still be performed by the driver by means of the redundant service brake circuit. In partially autonomous or autonomously operating motor vehicles, the driver no longer has to actively control the motor vehicle, so actuation of the redundant brake circuit can be omitted. However, in the event of a (particularly temporary) too low supply voltage and a failure of the primary brake circuit associated therewith, and in the absence of active actuation of the redundant service brake circuit by the driver, there is the risk that the parked motor vehicle will roll away if the parking brake is not engaged. This risk is particularly high if the motor vehicle is located on a slope. Summary of the invention

[0010] The object on which the present invention is based is to provide a device for a partially autonomous or autonomously operating motor vehicle which provides a high degree of safety against unintentional movements of the motor vehicle. In addition, a motor vehicle having such a device is to be provided.

[0011] This object is achieved according to the invention by the features of claims 1 and 15 .

[0012] The invention is based on a device for a partially autonomous or autonomously operating motor vehicle, which has at least the following means:

[0013] a) an electrically actuatable service brake device which performs at least one service brake function,

[0014] b) an electrically actuatable parking brake device which performs at least one parking brake function and has at least one applied state and a released state,

[0015] c) a drive device having at least one active state for driving the motor vehicle and an inactive state, in which the drive device is stopped,

[0016] d) a starter device, which generates a start signal S, which puts the drive device from an inactive state into an active state,

[0017] e) An electrical energy source which supplies at least the electrically actuatable service brake device and the starter device with a supply voltage.

[0018] For example, the electrically operable service brake device may be an electronic pneumatic, electronic hydraulic, electronic mechanical or purely electric service brake device. Similarly, the electrically operable parking brake device may be an electronic pneumatic, electronic hydraulic, electronic mechanical or purely electric parking brake device. The drive device may include an internal combustion engine and / or an electric motor. The starter device that generates the start signal may include a controller for partially autonomous or autonomous control of the motor vehicle and / or an ignition switch that can be manually operated by the driver of the motor vehicle.

[0019] For example, the electrical energy source which supplies the supply voltage at least to the electrically actuatable service brake device and the starter device may include an onboard battery and / or an onboard energy storage device, optionally also a primary electrical energy source and additionally a redundant electrical energy source.

[0020] Preferably, the start signal S generated by the starter device is an "engine start" signal for switching on or starting a drive device or a drive motor of the drive device, in particular for switching on or starting an internal combustion engine of a motor vehicle. Alternatively or additionally, the start signal S can put at least one device of a device of the motor vehicle, in particular an electrically actuatable service brake device and / or an electrically actuatable parking brake device, from a non-powered state or a "sleep" state into an energized state or an "awake" state. The start signal S then includes, for example, (also) an "ignition on" signal.

[0021] A partially autonomous motor vehicle is one in which the driver is supported by a driver assistance system when controlling the vehicle (longitudinal dynamics, transverse dynamics), which then intervenes autonomously or automatically, for example, in the steering, drive and / or service brake and / or parking brake, in order to move the motor vehicle, for example, along a certain trajectory while driving and / or to keep it stationary. Here, the driver needs to support the driver assistance system. An autonomous motor vehicle is one in which an autonomous system (e.g., an autopilot) takes over (complete) control of the vehicle (longitudinal dynamics, transverse dynamics) without the assistance of the driver. Here, problems may arise if, at the beginning, the starter device is actuated in order to start the vehicle while the vehicle is parked by means of the parking brake. Since both the service brake device and the starter device are usually supplied with electrical energy from the same electrical energy source, there is the risk that, during the start, a sudden drop in the supply voltage U occurs due to the actuation of the starter device, which can be so great that the electrically actuated service brake device no longer functions properly. Then, although the driver has the possibility of braking the vehicle that accidentally rolls away by actuating the foot brake pedal. However, the driver is unable to do this due to reliance on partially autonomous / autonomous functions of the motor vehicle or also due to lack of attention. The present invention takes this problem as an opportunity to provide an improvement.

[0022] Then, according to the present invention,

[0023] f) An electronic control device is provided which is in signal connection at least with the parking brake device and the starter device and receives from the sensor device an actual value U of the supply voltage for the electrical energy source ist Or a physical parameter representing the actual value, where

[0024] g) The electronic control device is designed such that it can determine by means of the signal connection whether the parking brake device is in the applied state and the starter device has generated the start signal S and, if so, whether the actual value U for the supply voltage is ist Or the physical variable representing the actual value does not reach or exceed the minimum supply voltage U min , the electronic control device keeps the parking brake device in the clamped state.

[0025] Therefore, in order to determine the actual value U for the supply voltage ist Or whether the physical parameter representing the actual value has reached or exceeded the minimum supply voltage U min , the device comprises a sensor device which will represent, for example, the actual value U of the supply voltage ist The variable U of the supply voltage is controlled as a sensor signal into the electronic control device. In this case, the variable can be measured directly as an actual voltage value or can be derived or calculated from other measured physical variables. Like the electronic control device, the sensor device can be attached to the signal connection in order to control the input of the sensor signal of the sensor device into the electronic control device. Preferably, the actual value U of the supply voltage is determined or measured at least at the time t0 when the start signal S is generated by the starter device. ist .

[0026] The purpose or effect of these measures is to prevent the motor vehicle from unintentionally rolling away due to the parking brake device then remaining applied if the service brake device is insufficiently supplied with supply voltage U from the energy source and then malfunctions, when the driver does not intervene, for example due to inattention, thereby increasing the operational safety of the motor vehicle.

[0027] If the supply voltage U then (again) reaches or exceeds, in particular shortly after starting the drive, the supply voltage minimum value U min , the service brake device is fully functional again, so that the parking brake device is then preferably switched from the applied state to the released state by the electronic control device and the motor vehicle can be driven. Therefore, preferably, the supply voltage minimum value U minIt is a minimum measure of the functional capacity of the service brake system, that is, the electrical energy source needs to provide at least the minimum supply voltage U min , so that the service brake system is functioning normally or becomes functioning normally.

[0028] In other words, the electronic control device is designed such that, when it has determined the actual value U for the supply voltage, for example by means of a signal connection, ist In particular, the supply voltage minimum value U is exceeded for at least a predetermined first time period Δt1, for example for 2 seconds. min If the starter device has generated the start signal S at time t0 and the parking brake device is in the applied state, especially when the motor vehicle is stationary, the electronic control device moves the parking brake device from the applied state to the released state. It can then be assumed that the supply voltage U is (again) stable and no longer drops below the supply voltage minimum value U min .

[0029] Advantageous developments and improvements of the invention specified in claim 1 are possible by means of the measures listed in the dependent claims.

[0030] The electronic control device is particularly preferably designed such that, as long as the actual value U ist Or the physical variable representing the actual value does not reach or exceed the supply voltage minimum value U for at least a predetermined first time period Δt1. min , the electronic control device keeps the parking brake device in the applied state. For example, the predetermined first duration Δt1 can start from the generation of the start signal S at time t0 and can be, for example, at least 2 seconds. The first duration Δt1 can also be variable, rather than limited or predetermined.

[0031] The electronic control device can also be designed such that if it has determined: the actual value U ist Or the physical variable representing the actual value exceeds (again) the supply voltage minimum value U for at least a predetermined first duration Δt1. min , the electronic control device places the parking brake device from the applied state to the released state.

[0032] Particularly preferably, the electrically actuatable service brake device has a primary service brake circuit and at least one redundant service brake circuit as redundancy for the primary service brake circuit, wherein the electrically actuatable service brake device is designed such that, in a normal state, the primary service brake circuit performs the service brake function(s), but the performance of at least part of the service brake function(s) is switched from the primary service brake circuit to the redundant service brake circuit according to a switching criterion. If, for example, the parking brake circuit can be used to brake the motor vehicle from driving to a standstill and subsequently hold the motor vehicle in the standstill in the event of a disrupted primary service brake circuit, the at least one redundant service brake circuit can also include this parking brake circuit or can be formed by this parking brake circuit.

[0033] The problem here is that the service brake function(s) that can be implemented by the redundant service brake circuit have at least one degradation in relation to the service brake function(s) that can be implemented by the primary service brake circuit, primarily with respect to higher-level functions, such as vehicle dynamics control (ABS, ASR, ESP, etc.). For example, the service brake function of the redundant service brake circuit can only implement axle-by-axle ABS, whereas the service brake function of the primary service brake circuit can implement wheel-specific ABS. For example, there is then a desire to only switch from the primary service brake circuit to the redundant service brake circuit when such a switch is actually necessary, for example only in the case of a relatively long-lasting supply voltage drop, which, for example, lasts longer than a predetermined first duration Δt1. Depending on the embodiment of the electrically actuable service brake device, switching back from the redundant service brake circuit to the primary service brake circuit can also be excluded, even if the switching criterion no longer exists after a certain period of time.

[0034] If, for example, as described above, the switching criterion comprises the following event: the supply voltage U is less than or becomes less than the supply voltage minimum value U min , if, as described above, the supply voltage U briefly drops due to the starting of the internal combustion engine of the motor vehicle, but shortly after the start is equal to or greater than the supply voltage minimum value U again min In such a case, there is no need to switch from the primary service brake circuit to the redundant service brake circuit and any attendant degradation of the service brake function(s), since the supply voltage U is then sufficiently high again after the short duration of the start-up process and the associated supply voltage dip, so that the service brake function(s) of the primary service brake circuit can be fully and undisturbed.

[0035] In this context, the electronic control device is preferably designed such that if the actual value U for the supply voltage ist Or the physical variable representing the actual value is less than the supply voltage minimum value U at most for a predetermined second time period Δt2. min , the electronic control device prevents the switching of the implementation of the service brake function(s) from the primary service brake circuit to the redundant service brake circuit when the switching criterion occurs and ignores the switching criterion. For example, the predetermined second time period Δt2 can start from the generation of the start signal S at the time t0. The second time period Δt2 can also be variable, rather than defined or predetermined.

[0036] According to an extension, the electronic control unit can be a "stand-alone" controller or can be integrated in any electronic controller, for example in a service brake controller for controlling a service brake device, in a parking brake controller for controlling a parking brake device and / or in a controller for partially autonomous or autonomous control of a motor vehicle.

[0037] The signal connection may also include at least one controller area network (CAN).Alternatively or additionally, the signal connection may also include or contain internal signal connections, for example within an integrated controller.

[0038] Preferably, the starter device for generating the start signal S may include:

[0039] a) a controller for partially autonomous or autonomous control of a motor vehicle, and / or

[0040] b) An ignition switch which can be manually operated by the driver of the motor vehicle.

[0041] Case a) includes in particular the case in which the motor vehicle or its drive is started automatically by a control unit for partially autonomous or autonomous control of the motor vehicle, for example after the driver has activated the autopilot and specified a destination for the autopilot.

[0042] In addition to the electrically operable service brake device and the starter device, the electric energy source can also supply electric energy to the electrically operable parking brake device and / or the electronic control device. Alternatively, each of these devices can also be supplied with electric energy by a redundant or additional electric energy source. In particular, the electronic control device can be supplied with electric energy by a secondary energy source that is additional and independent of the electric energy source, so that the electronic control device can reliably implement the above functions.

[0043] If the electrically actuatable parking brake device comprises at least one (passive) spring-loaded brake cylinder as a parking brake actuator, which is exhausted in the applied state and charged in the released state, the parking brake device can advantageously also be kept in the applied state in the case of the above-mentioned supply voltage drop due to the starting process, since no electrical energy is required for this purpose, since the subsequently depressurized energy storage spring keeps the parking brake still applied. In particular, the parking brake device then does not need to be energized in order to remain in the applied state.

[0044] To release the spring-loaded brake cylinder under the above-mentioned conditions, that is, when the actual value of the supply voltage U or a physical variable representing the actual value reaches or exceeds the supply voltage minimum value U, in particular for as long as the first predetermined time period Δt1 min , there is sufficient supply voltage to charge the spring-loaded brake cylinder and thus release it.

[0045] The invention also relates to a partially autonomous or autonomously operating motor vehicle which has the above-described device.

[0046] In the following, further measures for improving the invention are shown in more detail together with the description of an exemplary embodiment of the invention with reference to the attached drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] In the following, preferred embodiments of the present invention are shown in the drawings and explained in more detail in the following description. In the drawings:

[0048] Figure 1 A schematic circuit diagram shows a preferred embodiment of a part of the device of a motor vehicle according to the invention, wherein the pneumatic connection is shown in the diagram;

[0049] Figure 2 Show Figure 1 A schematic circuit diagram of the part of the device of , wherein the electrical connections and partly the pneumatic connections are shown in the figure;

[0050] Figure 3 Show Figure 1 and Figure 2 A schematic cross-sectional illustration of a service brake valve device of an electropneumatic service brake device of an apparatus according to a preferred embodiment of the present invention in a “driving” position;

[0051] Figure 4 A schematic diagram of a device according to a preferred embodiment is shown. DETAILED DESCRIPTION

[0052] Figure 1A schematic circuit diagram of a preferred embodiment of an electrical device of a motor vehicle according to the invention is shown, the electrical device having an electropneumatic service brake device 80, wherein the pneumatic connections are shown in the figure, and Figure 2 Show Figure 1 Schematic circuit diagram of an electrical device of , wherein the electrical connections and partially the pneumatic connections are shown in this figure. The following description of the electrical device relates to the two drawings.

[0053] A front axle VA and a rear axle HA of a motor vehicle are shown, each having a wheel 1 which is rotatably fastened to an axle 2. A pneumatic wheel brake actuator 4 is assigned to each wheel 1, which in the example shown is implemented as a service brake cylinder on the front axle VA and as a pneumatic combined cylinder consisting of a service brake cylinder and a spring-loaded brake cylinder on the rear axle HA. Such a pneumatic wheel brake actuator 4 is arranged on each wheel 1 and, in this case, actuates a disk brake 3, for example, in order to generate a braking force.

[0054] To apply the service brake, the brake pressure p VA or p HA The service brake cylinders of the pneumatic wheel brake actuators 4 are loaded, whereby frictional forces occur in the disk brakes 3, which result in a braking torque. In addition, rotational speed sensors (not shown) are arranged on the wheels 1 in order to detect the rotational speed of the individual wheels 1 and process them in higher-level functions (such as ABS, ASR or ESP).

[0055] In this illustration, for the sake of clarity, illustrations of other parts of the motor vehicle and in particular illustrations of the axle structure or brake structure are omitted. In addition, this type of brake structure and vehicle structure should not be regarded as a limitation to the subject matter of the present invention. This type of brake structure and vehicle structure are only used as examples to illustrate the mode of action according to the subject matter of the present invention. More precisely, alternative structural possibilities of the electronic pneumatic service brake device can also be considered, for example, instead of the disc brake 3 shown, a drum brake can be considered. Other embodiments of the motor vehicle can also be considered. Therefore, for example, more than one front axle or rear axle VA, HA can be provided, that is, more than two axles can be provided as a whole.

[0056] Next, an electropneumatic service brake device 80 will now be described which has a compressed air reservoir 10 which supplies compressed air to various components 18 , 20 , 24 , 82 of the electropneumatic service brake device 80 via supply lines 14 , 14 a , 14 b , 14 c .

[0057] Here, a component is Figure 3 1 , the schematically illustrated electropneumatic service brake valve device 18 is in the form of a foot brake module, for example, which is connected to the supply line 14 via a supply input 15. Compressed air is thus supplied to the service brake valve device 18. In addition, the service brake valve device 18 has a pneumatic control input 19, via which the service brake valve device can receive a pneumatic control pressure p St Then, the service brake valve device 18 is pneumatically controlled by means of the pneumatic control pressure. In addition, the service brake valve device 18 has two pneumatic control outputs 16, 17, via 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 into the pneumatic control lines 22, 23.

[0058] Furthermore, the service brake valve device 18 has a service brake actuation mechanism 94, such as a brake pedal, via which a driver's braking request can be input. Figure 3 The brake value transmitter 86 shown in FIG. 8 , which is particularly electrical and works in a contactless manner, detects the driver's braking request in the electrical channel of the service brake valve device and controls the input of the braking request as an actuation-dependent electrical actuation signal BS into the primary control connection SV1, as shown in FIG. Figure 2 As shown. The electric actuation signal BS is then controlled via the primary control connection SV1 into the primary electronic brake control device 40, which is formed here, for example, by an electronic EBS controller. The primary electronic brake control device 40 then generates a first electric brake request signal S1 as a function of the actuation signal BS, in which higher-level functions, such as the braking force distribution in relation to the axle load, are also taken into account. 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 be formed in an axle-dependent manner.

[0059] The service brake valve device 18 has a housing in which a tappet piston 91 is received in an axially movable manner, and the tappet piston has a tappet receiving portion 92 that passes through a cover opening of the housing cover. A tappet, not shown here, extends from above into the tappet receiving portion 92, and the tappet is connected to a service brake operating mechanism 94, which is in the form of a foot brake pedal, for example. 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 moved by the operating force. Figure 3The tappet piston 91 preferably transmits the actuating force via a tappet piston compression spring 102 to the control piston 12 , which is likewise supported in the housing 2 in an axially movable manner.

[0060] Furthermore, the control piston 85 is mechanically operatively connected to the tappet piston 91 via a tappet piston rod 87, wherein when the tappet piston rod 87 has reached the bottom of the sleeve 103, for example when the tappet piston 91 is moved toward the control piston 85 due to an actuation of the service brake actuation mechanism 94, the tappet piston rod 87 is connected to the tappet piston 91 and can be axially stopped in the end of the control piston 85 that is configured as a cup-shaped sleeve 103. On the other hand, when the tappet piston 91 moves away from the control piston 85, the tappet piston rod 87 can slide in the sleeve 103.

[0061] On the other side of the control piston 85, an outlet seat of a double-seat valve 88 is formed on the piston rod of the control piston 85, which outlet seat seals against the cup-shaped and hollow valve body of the double-seat valve 88 or is lifted from the valve body, which outlet seat releases the flow cross section between a working chamber 98 and a head-side through-opening in the valve body, which is supported in the housing so that it can move in the axial direction, and which leads to a venting connection 99. The working chamber 98 is connected to the control outputs 16, 17, and these are connected to the control lines 22, 23, which in turn are connected to the pneumatic control inputs 95, 96 of the pressure regulating module 20. In simplified form, the control outputs 16, 17 are arranged in one connection in the drawing, but in reality there are two separate control outputs 16, 17.

[0062] In the service brake valve device 18, a control chamber 90 is formed between a tappet piston 91 and a surface of the control piston 85 that faces the tappet piston. In this case, the pneumatic control inlet 19 opens into the control chamber 90 at the housing.

[0063] The control line 13 and thus the control output 84 of the solenoid valve device 82 are also connected to the pneumatic control input 19, and the solenoid valve device is connected at its supply input 83 to a supply line 14a connected to the compressed air reservoir 10. In addition, a supply input 15 is also present on the housing of the service brake valve device 18, to which the supply line 14 is connected and which is connected to the reservoir chamber 89 of the service brake valve device 18.

[0064] 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 on the inside of the valve body, and the inlet seat is formed on the radial inner edge of the central through hole of the other inner wall of the housing. In the state in which 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 inlet 15 or the reserve chamber 89 and the working chamber 98 is released, which allows compressed air at the reserve pressure to flow into the control outputs 16, 17, i.e. into the control lines 22, 23, in order to charge the wheel brake actuators 4 of the axle concerned or the brake circuit concerned (front axle brake circuit and rear axle brake circuit).

[0065] exist Figure 3 , the “driving” position of the service brake valve device 18 is shown, in which the outlet seat is lifted from the valve body and the control outputs 16, 17 and therefore also the wheel brake actuator 4 connected thereto are connected to the exhaust port 99. The active pneumatic wheel brake actuator 4 is thereby released.

[0066] according to Figure 1 and Figure 2 The pressure regulating module 20 is known, for example, from "Kraftfahrtechnisches Taschenbuch", 24th edition, April 2002, Robert Bosch GmbH, page 763, in particular Figure E. In this case, for example, each channel of the two-channel pressure regulating module 20 (here, for example, the front axle channel and the rear axle channel) contains an electromagnetic backup valve, which is controlled by the primary electronic brake control device 40, wherein each backup valve is connected to the pneumatic control input 95, 96. On the output side, the backup valve is connected to the pneumatic control input of the integrated relay valve. Such a backup valve is switched to its blocked position in the state in which it is energized by the primary electronic brake control device 40, that is, in the case of an intact electric service brake circuit, and the pneumatic brake control pressure present at the backup valve is thereby suppressed. In the energized state, the backup valve switches into its passage position, whereby the pneumatic brake pressure can act on the relay valve, which then, based on the reserve pressure controlled from the compressed air reservoir 10 into the pressure regulating module 20, increases the pneumatic brake pressure in a quantitatively enhanced manner and then acts as the front axle brake pressure p VA and rear axle brake pressure p HA At the pressure output of the pressure regulating module 20, a control output is given into lines 26, 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 a primary control connection SV1 and a secondary control connection SV2.

[0067] In addition, the pressure regulating module 20 comprises an inlet-outlet-solenoid valve combination, which is controlled by an integrated electronic pressure regulating module controller and which is connected on the output side to the pneumatic control input of the relay valve. The relay valve can therefore be loaded either by a pneumatic brake control pressure which is controlled through a non-energized standby valve control or by a pneumatic brake control pressure which is generated electrically by controlling the inlet-outlet-solenoid valve combination with the aid of the integrated electronic pressure regulating module controller. The pressure regulating module controller is connected via an electrical control input 97 to the primary control connection SV1, to which the primary electronic brake control device 40 is also connected, whereby the pressure regulating module controller can be controlled by the primary electronic brake control device 40 or can be supplied with a control signal.

[0068] In addition, a pressure sensor is integrated into such a pressure control module 20 for measuring the actual brake pressure p VA or p HA The actual brake pressure measured by the pressure sensor is then compared in the sense of pressure regulation with a desired brake pressure, which is represented by a first electric brake request signal S1, which is input into the primary control connection SV1 controlled by the primary electronic brake control 40. For this purpose, the electronic pressure regulation module controller of the pressure regulation module 20 includes a corresponding pressure regulation routine.

[0069] The solenoid valve device 82 can realize the filling or exhaust of the control chamber 90 in an electronically controlled manner and is electrically controlled by the secondary electronic brake control device 41. For this purpose, the solenoid valve device 82 is connected to the secondary control connection SV2 via an electrical control input, which is formed here, for example, by a second CAN data bus.

[0070] In particular, the primary electronic brake control device 40, the electrical / electronic part of 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 part SV1, which is independent of the secondary control connection part and is unrelated to the secondary control connection part SV2, and the secondary electronic brake control device 41 and the solenoid valve device 82 are connected to the secondary control connection part.

[0071] In particular, a data connection 101 may be provided between the primary electronic brake control device 40 and the secondary electronic brake control device 41, in particular for data exchange and signal exchange and / or for the purpose of mutual monitoring. In particular, the actuation signal BS and / or the first electric brake request signal S1 may also be controlled to be input into the secondary electronic brake control device 41 and / or the second electric brake request signal S2 may be controlled to be input into the primary electronic brake control device 40 via the data connection 101. For this purpose, the integrity of the primary electronic brake control device 40 and the secondary electronic brake control device 41 is not necessary, since the signals are preferably only circulated.

[0072] Preferably, except in Figure 3 In addition to the exhaust port 100 shown in FIG. 1 , the solenoid valve device 82 also has at least one pressure sensor (not shown here) for measuring the pneumatic control pressure p at the control output 84. ST , so that in combination with a corresponding algorithm in the secondary electronic brake control device 41 to which the actual value is reported, a control pressure p of the control output can be realized or preferably also executed. ST The secondary electronic brake control device 41 controls the solenoid valve device 82 via the secondary control connection SV2 by means of the second electric brake request signal S2, wherein the solenoid valve device 82 then generates a pneumatic control pressure p at the control output 84 according to the second electric brake request signal S2. ST .

[0073] For example, in the solenoid valve device 82, an electro-pneumatic proportional valve can ensure that the output control pressure p is controlled at the control output terminal 84 (proportionally) according to the second electric brake request signal S2. St , wherein charging and exhausting can also be performed. In another embodiment not shown here, an inlet / outlet valve combination consisting of, for example, two 2 / 2-way solenoid valves can be provided, wherein the inlet valve connected to the supply input 83 is closed when not energized and opens when energized, while the outlet valve is opened when not energized and closed when energized. According to another embodiment, a 2 / 3-way solenoid valve as a charging and exhausting valve having a charging position and an exhausting position can also be used as the solenoid valve device 82 in combination with a 2 / 2-way solenoid valve as a holding valve, which holds the pressure at the control output in its blocked position.

[0074] Such a solenoid valve device 82 can be used in particular in each of the above-described embodiments in combination with a pressure sensor and a control pressure regulator in order to regulate the pneumatic control pressure p present at the control output 84. St , the control pressure regulator is implemented in the secondary electronic brake control device 41 .

[0075] In addition, the device includes a driver assistance system 93, such as an automatic driving device or an emergency brake assistance device, which can automatically generate a braking request, which is then represented by an auxiliary braking request signal AS, which is here, for example, controlled to be input into the primary electronic brake control device 40 and the secondary electronic brake control device 41, such as Figure 2 As shown. Alternatively, the auxiliary brake request signal AS can also be controlled to be input only into the secondary electronic brake control device 41. With the help of the automatic driving device, at least partially autonomous driving can be achieved.

[0076] Routines for driver assistance system 93 may also be implemented in primary electronic brake control unit 40 and / or in secondary electronic brake control unit 41 .

[0077] In particular, the primary electronic brake control device 40 is supplied with electrical energy by a primary supply source 52 which is independent of a secondary supply source 58 which supplies electrical energy to the secondary electronic brake control device 41 .

[0078] In addition, the device also includes Figure 4 Schematically shown is an electrically actuatable parking brake device 104, which includes, for example, a passive spring-loaded brake cylinder 105 as a parking brake actuator, which is exhausted for application and charged for future release. The parking brake device 104 implements at least one parking brake function and has an applied state, in which it holds a motor vehicle braked to a standstill in a standstill state, and a released state, in which the spring-loaded brake cylinder 105 is released. In the course of an auxiliary braking or auxiliary braking function (in the case of an auxiliary braking or auxiliary braking function, the parking brake device 104 supports the electro-pneumatic service brake device 80), gradual braking by means of the parking brake device 104 can also be provided.

[0079] In addition to the spring-accumulator brake cylinder 105, the parking brake device 104 includes an electronic parking brake controller 106 and a solenoid valve device 107 controlled by the electronic parking brake controller 106, wherein the parking brake controller 106 controls the solenoid valve device 107 for filling and exhausting the spring-accumulator brake cylinder 104. On the input side, the parking brake controller 106 is connected to an electric parking brake actuator 108, for example, a multi-position button or a multi-position rocker, in a signal-conducting manner, so that by actuating the parking brake actuator 108, a parking brake signal Z is generated, by means of which a parking brake function and / or an auxiliary brake function can be triggered and the spring-accumulator brake cylinder 105 can be controlled (gradually) between a released state and a pressed state. The parking brake signal Z can also be made available in the CAN data bus 117 via the data interface of the parking brake controller 106. In other words, information about whether parking brake device 104 is in the applied state or in the released state can then be provided on CAN data bus 117 based on parking brake signal Z.

[0080] Furthermore, the device of the motor vehicle comprises a drive device 109, which has at least one active state and an inactive state for driving the motor vehicle, in which the drive device 109 is not running. In this case, the drive device 109 comprises in particular an electronic drive control 110 and at least one drive machine 111 electrically controlled by the electronic drive control, which drive machine is, for example, an internal combustion engine and optionally also an electric drive. The drive control 110 can also be connected to the CAN data bus 117 via a data interface in order to use, for example, the actual engine speed N there. ist The value of actual engine speed is available, which is measured, for example, by an engine speed sensor (not explicitly shown here). Drive engine 111 can be started and shut down by means of starter device 112.

[0081] Here, the starter device 112 includes, for example, an ignition switch 113 that can be manually operated by the driver and an electric starter 114, which can be activated, for example, by the ignition switch 113 in the "engine start" position, thereby generating a start signal S for starting the drive machine 111, which activates the electric starter 114 to start the drive machine 111. Therefore, the start signal S puts the drive machine 111 of the drive device 109 from an inactive state into an active state.

[0082] For example, a sensor device 115 is also present as part of the device, which detects, for example, an actual value U of the supply voltage provided by the primary supply source 52. istThe sensor signal is input to the electronic control unit 116. An evaluation routine is implemented in the electronic control unit 116, by means of which the actual value U of the supply voltage can be determined. ist The supply voltage reaches or exceeds the minimum value U min Again this is not the case. Preferably, then, the sensor signal supplied by the sensor device 115 to the electronic control device 116 is the actual value U of the supply voltage. ist Then, the actual value is compared with the minimum supply voltage U min Comparison. The consequences of this comparison will be described further below. In addition, preferably, the electronic control device 116 is also part of the device and is integrated into the electronic parking brake controller 106 in this case, for example.

[0083] Here, the electronic parking brake controller 106, the electronic control device 116 as part of the device, the primary electronic brake control device 40, the ignition switch 113 and optionally also the drive controller 110 are in signal connection, for example, by the following means: the aforementioned devices are attached to the CAN data bus 117. As a result, the mentioned devices can exchange signals and data with each other. In particular, the sensor device 115 can transmit the actual value U representing the supply voltage via the CAN data bus 117. ist The sensor signal control input is sent to the electronic control unit 116 for evaluation or for comparison with the supply voltage minimum value U min Compare. The parking brake signal Z is also present on the CAN data bus 117 and can be detected and evaluated, in particular, in the electronic control unit 116. In addition, the electronic control unit 116 can also directly control the electronic parking brake controller 106, for example, in order to apply or release the parking brake device 104 or its spring-loaded brake cylinder 105, for example.

[0084] The electronic control unit 116 integrated into the electronic parking brake controller 106 is designed based on its integrated evaluation routine so that it can determine whether the drive device 109 is in the activated state, that is, whether the drive machine 11 has been started, by transmitting the start signal S from the ignition switch 114 of the starter device 112 via the CAN data bus 117. In addition, the electronic control unit 116 can also determine whether the parking brake device 104 is in the applied state based on the parking brake signal Z of the parking brake device 104, which is also transmitted on the CAN data bus.

[0085] In this case, primary supply source 52 supplies electrical energy, for example, to primary electronic brake control device 40 , starter device 112 , drive device 109 and electrically actuatable parking brake device 104 .

[0086] Against this background, the normal operation of the electropneumatic service brake system, the first redundancy level, the second redundancy level, the safety function when starting the drive and the function for preventing an unnecessary switch from the normal operation to the redundancy level are now described below.

[0087] Normal operation of the service brake system

[0088] Driver brake

[0089] When the driver actuates the service brake actuation mechanism 94 of the service brake valve device 18 (which corresponds to the driver's braking request), the degree of actuation of two redundant brake value transmitters 86 is measured in the intact main electric service brake circuit, which are preferably arranged axially one after another and preferably function in a contactless manner. The electric actuation signal BS detected by the brake value transmitter 86 is generated in the electric channel of the service brake valve device 18, the electric actuation signal is made compatible with the data bus, and the electric actuation signal is controlled to be input into the primary electronic brake control device 40 via the primary control connection PV1. Since higher-level functions, such as axle load-dependent braking force distribution, are implemented in the primary electronic brake control device 40, a first brake request signal S1 is generated there for the front axle VA and the rear axle HA based on the electric actuation signal BS and the first brake request signal is controlled to be input into the relevant channel of the pressure regulating module 20 and the trailer control module 24. There, a brake pressure p is then generated for the front axle VA via an integrated solenoid valve and a relay valve based on the corresponding brake request signal S1. VA and the brake pressure p for the rear axle HA HA , and controls the brake pressure for the front axle and the brake pressure for the rear axle via the pressure control valve 28, which is opened here, to be input into the wheel brake actuator 4 in order to implement the required service braking. Similarly, the trailer control module 24, which is also configured as a pressure regulating module, converts the first brake request signal S1 into a trailer brake pressure p 挂车 This trailer brake pressure is then fed in a controlled manner into a possibly coupled trailer via a coupling head “trailer” (not shown here).

[0090] In the secondary pneumatic brake circuit, for example, the brake pressure p for the front axle VA is used as the pneumatic control pressure. VA The trailer control module 24 is actuated pneumatically, but the pneumatic control pressure is suppressed by the energized and therefore closed integrated backup valve and is therefore not realized.

[0091] If excessive brake slip occurs in the event of braking 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 to the secondary control connection SV2) Figure 2 ), in which the ABS routine is preferably implemented in order to adjust the brake pressure wheel by wheel until the brake slip becomes permissible. The same naturally also applies to the wheel-individual control / regulation of the brake pressure within the framework of the driving dynamics control ESP.

[0092] In parallel, in the case of a driver's braking request, in the secondary pneumatic service brake circuit or in the two pneumatic channels 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 against the valve body and thus closes the connection between the control outputs 16, 17 for the pneumatic service brake circuit and the exhaust connection 99, so that no further exhaust of the associated wheel brake actuator 4 can take place. In the case of further actuation of the service brake actuation mechanism 94 according to the driver's braking request, the valve body is then pressed downward by the outlet seat resting on the valve body while being lifted from the inlet seat. As a result, compressed air at a reserve pressure passes from the reserve chamber 89 into the working chamber 98 and from there into the control outputs 16, 17 for the pneumatic service brake circuit or into the associated wheel brake actuator 4 in order to charge the wheel brake actuator and thus compress the wheel brake actuator. This is pure driver braking, wherein, due to the operating force applied by the driver to the service brake operating mechanism 94 according to the driver's braking request, a first operating force F1 is applied to the control piston 85 via the plunger piston compression spring 102, which ultimately adjusts the control piston to its inflated position.

[0093] In the case of such braking initiated purely by a driver braking request, the solenoid valve device 82 is controlled by means of the secondary electronic brake control device 41 to a vented state in which the control chamber 90 is connected to the atmosphere in order to avoid pressure effects that could occur due to 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 101.

[0094] However, since the main electric service brake circuit is intact, the first and second brake control pressures p1 and p2 present at the control output terminals 16, 17 and controlled via control lines 22, 23 to be input into the pneumatic control input terminals 95, 96 of the pressure regulating module 20 are suppressed in the pressure regulating module 20 at the backup valve which is then energized and therefore closed, and are not transmitted to the integrated relay valve.

[0095] Thus, with an intact primary electric service brake circuit, the secondary and redundant pneumatic service brake circuit is inoperative.

[0096] Automatic / Autonomous Braking

[0097] In the following, the following situation is now considered: in this situation, the driver does not apply a braking request and therefore does not operate the service brake operating mechanism 94, but the driver assistance system 93 controls the input of the auxiliary braking request signal AS not only to the primary electronic brake control device 40 but also to the secondary electronic brake control device 41, such as Figure 2 shown.

[0098] 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, and the first electric brake request signal is then converted into a corresponding brake pressure p in the electric service brake circuit through the pressure regulating module 20 and the trailer control module 24 in the manner described above. VA 、p HA and p 挂车 The auxiliary brake request signal AS is therefore then implemented via an intact electric service brake circuit or an intact pressure control module 20 .

[0099] In parallel or simultaneously therewith, the secondary electronic brake control device 41 generates a second electric brake request signal S2 based on the auxiliary brake request signal AS, which is input into the solenoid valve device 82 via the secondary control connection SV2, and the solenoid valve device is subsequently adjusted to the charging state and thereby generates a pneumatic control pressure p St , the control chamber 90 is loaded with the pneumatic control pressure. The control pressure p that prevails in the controller 90 is then St The reaction is to the push rod piston 91 which limits the control pressure, and therefore to the service brake operating mechanism 94, which the driver can feel at his foot (pedal reaction) when he touches the service brake operating mechanism 94. Therefore, the driver can feel the introduction of automatic braking at his foot.

[0100] Then, depending on the pneumatic control pressure p that is input into the control chamber 90, StDepending on the modulation of the control piston 85, it is possible to set a defined second actuation force F2 on the control piston 85. As described above in the case of the first actuation force F1, the second actuation force F2 ensures the generation of a first and a second pneumatic brake control pressure p1, p2, which are controlled to be input into the pressure regulating module 20 at the control outputs 16, 17 and via the control lines 22, 23, and which preferably act on the control piston 85 in parallel and in the same direction with respect to the first actuation force F1. However, there, the first and the second pneumatic brake control pressures p1, p2 are suppressed by the backup valve, which is energized by the primary electronic brake control device 40 and thus remains closed, and therefore (initially) have no effect. However, if the backup valve is de-energized due to a defect in the electric service brake circuit and is thus opened, the first and the second pneumatic brake control pressures p1, p2 can immediately act on the integrated relay valve in the pressure regulating module 20. For example, such a defect can lead to a sudden drop in the supply voltage of the primary supply source 52 , so that the primary electronic brake control device 40 is undersupplied with voltage and can no longer carry out the service brake function.

[0101] Combination of driver braking and autonomous / automatic braking

[0102] In addition, 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 request of the driver assistance system is greater than the driver's braking request, braking should not only be carried out according to the driver's braking request, but also according to the automatically generated braking request. The driver assistance system is, for example, in the form of an emergency brake assistant or an automatic driving device.

[0103] Then, a brake pressure p is built up in the electric service brake circuit controlled by the primary electronic brake control device 40 mainly based on the auxiliary brake request signal AS. VA or p HA In other words, in the main electric service brake circuit, the driver's braking request is overridden by the braking request of the driver assistance system.

[0104] In parallel with this, on the one hand, a first actuation force F1 from the driver's braking request and a second actuation 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, wherein the actuation forces F1, F2 are added at 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 via the control lines 22, 23 at the control output ends 16, 17 to the pneumatic control input ends 95, 96 of the pressure regulating module 20, but are suppressed there by the backup valve energized by the primary electronic brake control device 40.

[0105] First redundancy level

[0106] If a defect or fault now occurs in the main or primary electric service brake circuit, for example due to a defect or failure of the electrical / electronic parts of the primary electronic brake control device 40 and / or the pressure regulating module 20 and / or the primary supply source 52 (for example briefly due to the actuation of the starter device 112) does not provide or provides too little supply voltage U, the two backup valves integrated in the pressure regulating module 20 are de-energized and thus switched to their open position, so that in the event of a braking request from the driver assistance system 93, i.e. after the generation of the second electric brake request signal S2, the first and second brake control pressures p1, p2 already present there can then control the integrated relay valve in question, so that a brake pressure p for the front axle VA can be generated. VA and the brake pressure p for the rear axle HA HA Since the brake pressure p for the front axle is VA is used as pneumatic control pressure for the trailer control module 24 and can also generate the trailer brake pressure p 挂车 , so that a possibly coupled trailer can also be braked.

[0107] In the first redundancy level, it is therefore assumed that the secondary electronic brake control device 40 is intact, since otherwise it would not be possible to generate the second electric brake request signal S2 and to form the first and second brake control pressures p1 and p2 accordingly.

[0108] For wheel-specific adaptation of the brake pressure p VA and p HA For example, within the framework of brake slip control ABS, drive slip control ASR and / or driving dynamics control ESP, the intact secondary electronic brake control device 41 can individually control the pressure control valve 28 via the secondary control connection SV2 (“pressure hold”, “pressure reduction”, “pressure increase”).

[0109] Therefore, in the first redundancy level, in the event of a failed electric service brake circuit, electrical redundancy is formed in the then active first and second pneumatic brake circuits by the first and second pneumatic brake control pressures p1 and p2, since the first and second pneumatic brake control pressures p1 and p2 are then generated electrically and automatically by means of the secondary electronic brake control device 40.

[0110] In addition, in the event of a failed electric service brake circuit, the first and second pneumatic brake control pressures p1 and p2 realize an automatic braking request in the first and second pneumatic brake circuits that are then also effective, wherein, in the event of a failed electric service brake circuit, the first and second pneumatic brake control pressures p1 and p2 can then immediately take effect because the first and second pneumatic brake control pressures have already been generated according to the auxiliary brake request signal AS and are then also already present at the backup valve of the pressure regulating module 20.

[0111] Second level of redundancy

[0112] If, starting from the state of the electro-pneumatic service brake device 18 in the first redundancy level, i.e., if the primary electronic brake control device 40 has a defect or a fault and / or the primary supply source 52 does not provide or provides too little supply voltage (for example briefly due to operating the starter device 112), and now a defect or a fault also occurs in the control of the pneumatic service brake circuit by the secondary electronic brake control device 41 and the solenoid valve device 82 and / or the redundant supply source 58 does not provide or provides too little supply voltage, then the first and second pneumatic brake control pressures p1 and p2 can no longer be generated electrically, so that autonomous or automatic service braking can then no longer be performed by the driver assistance system 93.

[0113] The pneumatic service brake circuit can then only be controlled by the driver's braking request and the first and second pneumatic brake control pressures p1 and p2 that are then generated mechanically. Since the backup valve in the pressure regulating module 20 is then de-energized and thus switched into its passage position, the first and second pneumatic brake control pressures p1 and p2 result in a brake pressure p1 for the front axle in the pressure regulating module 20. VA and the brake pressure p for the rear axle HA HA Generation of the braking pressure p preferably for the front axle VA VA is used as pneumatic control pressure for the trailer control module 24 and can also generate the trailer brake pressure p 挂车 , so that a trailer which may be coupled to the vehicle can also be braked.

[0114] However, since all electric service brake circuits have failed, pressure regulation and actuation of the pressure control valve 28 are no longer possible, so that wheel-by-wheel individual regulation of the brake pressure p VA and p HA .

[0115] Therefore, as described above, the electro-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 constructed in such a way that the first and second pneumatic brake control pressures p1 and p2 are generated, for example, in accordance with each automatically generated auxiliary brake request signal AS, which represents an autonomous or automatic braking request, and are then immediately and directly present at the (still) closed solenoid standby valve of the pressure regulating module 20.

[0116] Therefore, regardless of whether the driver is currently requesting braking and / or automatic braking, the first pneumatic brake control pressure p1 and the second pneumatic brake control pressure p2 are always already present in the pressure regulating module 20 and can therefore immediately ensure the brake pressure p1 after a failure of the electric service brake circuit. VA 、p HA and p 挂车 The production of.

[0117] However, in order to reduce the wear on the solenoid valve device 82 and on the service brake valve device 18 (which, as mentioned above, are activated in practice in every case of an autonomous or automatic braking request) and in order to reduce the acoustic loads generated thereby, it is preferred that the auxiliary brake request signal AS is activated only when the magnitude of the automatic or autonomous braking request represented by the auxiliary brake request signal AS is greater than the limit brake request a. 极限 When the value of p is reached, the pneumatic control pressure p is generated electrically St and / or the first and second pneumatic brake control pressures p1 and p2 . This limitation can be achieved, for example, by corresponding programming of the secondary electronic brake control device 41 .

[0118] Therefore, preferably, the limit braking requirement a 极限 Is a deceleration that is not equal to zero or represents such, for example -3m / s 2 Therefore, if the required deceleration is -4m / s 2 If an automatic or autonomous braking request (deceleration) is made, the first and second pneumatic brake control pressures p1 and p2 are generated electrically. On the contrary, at only -2 m / s 2 In the event of an automatic or autonomous braking request (deceleration), the first and second pneumatic brake control pressures are not generated electrically.

[0119] However, alternatively, the limit braking requirement a 极限 It can also be equal to zero, wherein the first and second pneumatic brake control pressures p1 and p2 are then generated electrically in the event of any requested autonomous or automatic braking with a magnitude greater than zero.

[0120] The first and second pneumatic brake control pressures p1 and p2 can also be generated and input into the pneumatic control inputs 95 and 96 of the pressure regulating module 20 in a controlled manner according to at least the following variables:

[0121] a) the mass ratio between the towing vehicle and the trailer,

[0122] b) axle loads on the rear axle HA and the front axle VA;

[0123] c) The number of pneumatic channels of the service brake valve assembly.

[0124] Safety functions when starting the drive

[0125] A safety function is provided when the drive device 109 is activated from a state in which, when the motor vehicle is stopped and parked, the parking brake device 104 is in an applied state (i.e., the spring-loaded brake cylinder 105 is exhausted) and the drive device 109 is in an inactive state, i.e., the drive engine 111 is shut down. For example, the stationary state of the motor vehicle can be determined based on the signals of the wheel speed sensors, and the speed signals of the wheel speed sensors are then likewise controlled to be input into the signal connection 117 so that the electronic control device 116 can read and evaluate these speed signals. Preferably, the safety function is implemented in the electronic control device 116 in the form of software.

[0126] Electronic control device 116 is designed such that it can determine, for example, by means of signal connection 117, whether parking brake device 104 is in the applied state (optionally drive device 109 is in the inactive state) and starter device 112 has generated start signal S. If this is the case, then as long as the supply voltage U for, for example, primary supply source 52 is ist The actual value of U ist The supply voltage minimum value U is not reached or exceeded min , the electronic control device 116 keeps the parking brake device 104 in the pressed state.

[0127] The purpose or effect of this safety function is to prevent: when the driver does not intervene, for example due to inattention, the motor vehicle may be supplied with insufficient supply voltage U by the primary supply source 52 and then the primary electronic brake control device 40 does not work properly due to the parking brake device 104 that then continues to be applied, which improves the safety of the motor vehicle. In the case of a normally functioning primary electronic brake control device 40, in fact, a switch from normal operation to the first redundancy level would occur as described above, but this should be prevented for reasons further described below.

[0128] If then (again) for example the supply voltage U of the primary supply source 52 has reached or exceeded, in particular has reached or exceeded the supply voltage minimum value U shortly after starting the drive device 109, min , the service brake device 80 is fully operational again, so that the parking brake device 104 is then switched from the applied state to the released state and the motor vehicle can be driven off.

[0129] In other words, the electronic control device 116 is designed such that, when it has determined the actual value U for the supply voltage, for example by means of the signal connection 117, ist In particular, the supply voltage minimum value U is exceeded for at least a predetermined first time period Δt1, for example for at least 2 seconds. min , if starter device 112 has generated start signal S and parking brake device 104 is in the applied state, especially when the motor vehicle is stationary, the electronic control device moves parking brake device 104 from the applied state to the released state. It can then be assumed that supply voltage U is stable again and no longer drops below supply voltage minimum value U min .

[0130] Prevent unnecessary switching to redundancy

[0131] If, as described above, supply voltage U drops below supply voltage minimum value U as a result of actuation of starter device 12 when starting the motor vehicle from a parked state, min , this actually forms a switching criterion which leads to the service brake device 80 being switched from normal operation to the first redundancy level.

[0132] However, it can therefore be expected that shortly after startup the actual value of the supply voltage U ist Again equal to or greater than the minimum supply voltage U min In such a case, there is no need to switch from normal operation to the first redundancy or from the primary service brake circuit to the redundant service brake circuit and any attendant degradation of the service brake function(s) is not necessary, since the supply voltage U is then sufficiently high again after the brief duration of the start-up process and the associated supply voltage dip, so that the service brake function(s) of the primary service brake circuit can be fully implemented in an undisturbed manner within the framework of normal operation.

[0133] Therefore, the electronic control device 116 is preferably designed so that if the actual value U ist Or the physical variable representing the actual value is less than the supply voltage minimum value U at most for a predetermined second time period Δt2. min, the electronic control unit prevents the switching of the execution of the service brake function(s) from normal operation or from the primary service brake circuit to the first redundant or to the redundant service brake circuit when the switching criterion occurs and ignores the switching criterion. For example, the predetermined second time period Δt2 can start from the generation of the start signal S by the starter device 112 at the time t0.

[0134] Reference numerals list

[0135] 1 Wheel

[0136] 2 Axles

[0137] 3 Disc brakes

[0138] 4 Wheel brake actuator

[0139] 10 Compressed air reservoir

[0140] 13 Control circuit

[0141] 14 Supply lines

[0142] 14a Supply line

[0143] 14b Supply line

[0144] 14c Supply line

[0145] 15 Supply input (foot brake module)

[0146] 16 Control output (foot brake module, interface for VA and trailer)

[0147] 17 Control output (foot brake module, interface for HA)

[0148] 18 Service brake valve assembly

[0149] 19 Control input of the foot brake module

[0150] 20 Pressure regulation module

[0151] 22 Control line (for VA and trailer module 24)

[0152] 23 Control line (for HA)

[0153] 24 Trailer Control Module

[0154] 26 lines

[0155] 27 lines

[0156] 28 Pressure control valve

[0157] 29 Braking lines

[0158] 40 Primary electronic brake control device

[0159] 41 Secondary electronic brake control unit

[0160] 50 Brake line (to trailer)

[0161] 52 Primary supply sources

[0162] 58 Secondary Supply Sources

[0163] 80 Electro-pneumatic service brake

[0164] 82 Solenoid valve device

[0165] 83 Supply input terminal (solenoid valve device)

[0166] 84 Control output terminal (solenoid valve device)

[0167] 85 Control piston

[0168] 86 Braking value transmitter

[0169] 87 Tappet piston rod

[0170] 88 Double seat valve

[0171] 89 Storage Room

[0172] 90 Control Room

[0173] 91 Tappet piston

[0174] 92 Tappet receiving portion

[0175] 93 Driver Assistance Systems

[0176] 94 Service brake operating mechanism

[0177] 95 Pneumatic control input

[0178] 96 Pneumatic control input

[0179] 97 Electrical control input

[0180] Studio 98

[0181] 99 Exhaust connection

[0182] 100 Exhaust

[0183] 101 Data Connection

[0184] 102 Push rod piston compression spring

[0185] 103 Sleeve

[0186] 104 Parking brake

[0187] 105 Spring-energized brake cylinder

[0188] 106 Parking brake controller

[0189] 107 Solenoid valve device

[0190] 108 Parking brake operating mechanism

[0191] 109 Drive unit

[0192] 110 Drive Controller

[0193] 111 Driver

[0194] 112 Starter device

[0195] 113 Ignition switch

[0196] 114 Starter

[0197] 115 Sensor device

[0198] 116 Electronic control device

[0199] 117 CAN data bus

[0200] SV1 (electronic) primary control connections

[0201] SV2 (electronic) secondary control connection

[0202] HA rear axle

[0203] VA front axle

[0204] BS Electric control signal

[0205] AS auxiliary brake request signal

[0206] F1 First Force

[0207] F2 Second Force

[0208] S1 First electric brake request signal

[0209] S2 Second electric brake request signal

[0210] P1 First pneumatic brake control pressure

[0211] P2 Second pneumatic brake control pressure

[0212] pSt Pneumatic control pressure

[0213] pVA Brake pressure on the front axle

[0214] pHA Braking pressure at rear axle

[0215] pTrailer brake pressure

[0216] U ist Actual supply voltage

[0217] U min Supply voltage minimum

[0218] S Start signal

[0219] Z Parking brake signal.

Claims

1. A device for a partially autonomous or autonomously operated motor vehicle, comprising at least the following means: a) an electrically actuatable service brake device (80) which performs at least one service brake function, b) an electrically actuatable parking brake device (104), which performs at least one parking brake function and has at least one applied state and a released state, c) a drive device (109), the drive device having at least one active state and an inactive state for driving the motor vehicle, in which the drive device (109) is stopped, d) a starter device (112), which generates a start signal (S) which puts the drive device (109) from the inactive state into the active state, e) an electrical energy source (52) which supplies electrical energy to at least the electrically actuatable service brake device (80) and the starter device (112), characterized in that: f) an electronic control device (116) is provided, which is in signal connection (117) at least with the parking brake device (104) and the starter device (112) and receives an actual value (U) of the supply voltage for the electrical energy source (52) from a sensor device (115) ist ) or a physical variable representing the actual value, wherein, g) the electronic control device (116) is designed such that it can determine by means of the signal connection (117) whether the parking brake device (104) is in the applied state and the starter device (112) has generated the start signal (S) and, if so, whether the actual value (U) for the supply voltage is ist ) or the physical variable representing the actual value does not reach or exceed the minimum supply voltage (U min ), the electronic control device (116) keeps the parking brake device (104) in the applied state.

2. The device according to claim 1, characterized in that The electronic control device (116) is designed such that, as long as the actual value (U ist ) or the physical variable representing the actual value does not reach or exceed the supply voltage minimum value (U ) for at least a predetermined first time period (Δt1) in particular for such a long time. min ), the electronic control device (116) keeps the parking brake device (104) in the applied state, wherein the predetermined first time period (Δt1) starts from the generation of the start signal (S).

3. The device according to any one of the preceding claims, characterized in that The electronic control device (116) is designed such that, if the electronic control device has determined, in particular by means of the signal connection (117), an actual value (U ist ) or the physical variable representing the actual value exceeds the supply voltage minimum value (U min ), the electronic control device places the parking brake device (104) from the applied state to the released state, wherein the predetermined first time period (Δt1) preferably starts from the generation of the start signal (S).

4. The device according to any one of the preceding claims, characterized in that The sensor device (115) is attached to the signal connection (117).

5. The device according to any one of the preceding claims, characterized in that The electrically actuatable service brake device (80) comprises a primary service brake circuit and at least one redundant service brake circuit which is redundant to the primary service brake circuit, wherein the electrically actuatable service brake device (80) is configured such that, in a normal state, the primary service brake circuit performs the service brake function, but the performance of at least a part of the service brake function is switched from the primary service brake circuit to the redundant service brake circuit according to a switching criterion.

6. The device according to claim 5, characterized in that The switching criterion includes the following events: the actual value for the supply voltage (U ist ) or the physical variable representing the actual value is less than the minimum supply voltage (U min ).

7. The device according to claim 6, characterized in that The electronic control device (116) is designed such that if the actual value (U ist ) or the physical variable representing the actual value is less than the supply voltage minimum value (U min ), the electronic control unit prevents switching of the execution of the service brake function from the primary service brake circuit to the redundant service brake circuit when the switching criterion occurs and ignores the switching criterion.

8. The device according to claim 7, characterized in that The predetermined second time duration (Δt2) starts from the generation of the start signal (S).

9. The device according to any one of the preceding claims, characterized in that The electronic control unit (116) is a "stand-alone" controller or is integrated in a service brake controller (40, 41) for controlling the service brake device (80), in a parking brake controller (106) for controlling the parking brake device (104) and / or in a controller (93) for partially autonomous or autonomous control of the motor vehicle.

10. The device according to any one of the preceding claims, characterized in that The signal connection (117) includes at least one controller area network (CAN).

11. The device according to any one of the preceding claims, characterized in that The starter device (112) for generating the start signal (S) comprises: a) a controller (93) for partially autonomous or autonomous control of the motor vehicle, and / or b) an ignition switch (113) of an ignition system of the motor vehicle which can be manually operated by a driver of the motor vehicle.

12. The device according to any one of the preceding claims, characterized in that The electrical energy source (52) supplies electrical energy to the electrically actuatable parking brake device (104) and / or the electronic control device (116).

13. The device according to any one of the preceding claims, characterized in that The electrically actuatable parking brake device (104) comprises at least one spring-loaded brake cylinder (105) as a parking brake actuator, which is exhausted in the applied state and filled in the released state.

14. The device according to any one of the preceding claims, characterized in that The electronic control device (116) is supplied with electrical energy from a secondary energy source (58) which is additional and independent from the electrical energy source (52). 15 . A partially autonomous or autonomously operating motor vehicle having a device according to at least one of the preceding claims.

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