Electromechanical brake system of a trailer with a pneumatic control

Abstract

The invention relates to a pneumatic trailer valve assembly (1) for an electromechanical brake system (202), comprising a trailer control valve (10) having: a reserve connection (11); a trailer supply connection (12) for providing a reserve pressure (pV) for the trailer; a trailer brake pressure interface (14) for providing a trailer brake pressure (pBA) for the trailer; an electromagnetic pilot control unit (110) which is designed to control the trailer brake pressure (pBA) at the trailer brake pressure connection (12) as a function of a trailer switching signal (S1, S2, S3) received at the trailer control valve (10); and a pneumatic redundant connection (16) for receiving the redundant pressure (pR), the trailer control valve (10) controlling the trailer brake pressure (pBA) in a redundant manner as a function of the redundant pressure (pR). Furthermore, a redundant valve unit (20) is provided which has a redundant output (22) for providing a redundant pressure (pR), the redundant valve unit (20) being designed to provide the redundant pressure (pR) at the redundant output (22) in dependence on the received redundant switching signal (SR1, SR2).

Description

Technical Field

[0001] The invention relates to a pneumatic trailer valve assembly for a brake system, in particular an electromechanical brake system, comprising a trailer control valve of pneumatic design. The invention also relates to an electromechanical brake system for a commercial vehicle with a pneumatic trailer valve assembly, a commercial vehicle and a method. Background Art

[0002] For example, currently used braking systems for commercial vehicles are usually pneumatic braking systems that work with compressed air. This applies to both tractor vehicles and trailers, wherein one or more compressed air circuits are provided in the tractor vehicle, and the braking system of the tractor vehicle has a valve for providing compressed air to the pneumatically operated brake actuators on the wheels in a targeted manner, so as to cause deceleration of the tractor vehicle. The trailer for such commercial vehicles also includes a pneumatic braking system, but it is supplied by an air preparation unit from the tractor vehicle. For this purpose, both the tractor vehicle and the trailer have two pneumatic interfaces, namely a "reserve" coupling and a "brake" coupling. The reserve pressure is provided from the tractor vehicle to the trailer vehicle via the "reserve" coupling, and then used in the trailer to inflate the trailer reserve provided for this purpose. And the control pressure that describes the brake pressure level for the trailer is transmitted via the "brake" coupling.

[0003] As electrification in the automotive industry continues to increase, the braking systems of traction vehicles are also becoming more electrified. For this reason, electromechanical brake systems have been increasingly developed and used in recent years, which no longer work with compressed air in traction vehicles, but instead control electric brake actuators and in which the traction vehicle is decelerated by electromechanical actuators.

[0004] Nevertheless, it is still necessary to continue to tow a trailer having a conventional pneumatic brake system with an electric tractor vehicle and to actuate the pneumatic brake system of the trailer.

[0005] For this purpose, a trailer control valve is known from EP 3 822 133 A1. The trailer control valve comprises at least two electrical connections which are designed to receive two independent but redundant electrical control signals, which have signals for a preset brake control pressure; at least one valve which is designed to adjust a constant air pressure of an air pressure source to the preset brake control pressure; a brake reserve pressure connection which is a pneumatic outlet and is designed to provide the preset brake reserve pressure to a pneumatic trailer brake system; and a brake control pressure connection which is a second pneumatic outlet and is designed to provide the preset brake control pressure to the pneumatic brake system of the trailer, wherein the compressed air source is arranged within the trailer control valve.

[0006] Furthermore, EP 3 822 134 B1 also discloses a trailer control module, which is provided for a brake system of a motor vehicle having a trailer, the trailer comprising a pneumatic brake system, which is designed to provide a preset brake control output pressure to the pneumatic brake system of the trailer. According to the publication, the trailer control module comprises: at least two electrical interfaces, which are designed to receive two independent but redundant electrical control input signals, the electrical control input signals comprising a signal for a preset brake control output pressure; at least one air pressure source input, which is designed to receive compressed air from a compressed air source; at least one valve, which is designed to adjust a constant air pressure from the air pressure source to a preset brake output pressure; at least one brake supply pressure interface, which is designed to provide a brake supply output pressure to the pneumatic brake system of the trailer; and at least one brake control pressure interface, which is designed to provide a preset brake control output pressure to the pneumatic brake system of the trailer. The trailer control module disclosed herein is characterized in that it comprises at least two control solenoid coil groups, wherein each control solenoid coil group comprises at least one load valve and at least one outlet valve and forms a part of a control channel.

[0007] Even if both solutions work, there is still a need for further improvements, especially with regard to the installation space and the reduction of individual components. Summary of the invention

[0008] In a first aspect, the present invention solves this task by a pneumatic trailer valve assembly for a braking system, in particular an electromechanical braking system, the trailer valve assembly comprising a trailer control valve, the trailer control valve having: a reserve interface for receiving a reserve pressure; a trailer supply interface for providing a reserve pressure to a trailer; a trailer brake pressure interface for providing a trailer brake pressure to the trailer; an electromagnetic pilot control unit, the electromagnetic pilot control unit being configured to regulate the trailer brake pressure at the trailer brake pressure interface in dependence on a trailer switching signal received at the trailer control valve; and a pneumatic redundant interface for receiving a redundant pressure, wherein the trailer control valve is configured to regulate the trailer brake pressure at the trailer brake pressure interface in a redundant manner in dependence on the redundant pressure in the absence of a trailer switching signal; and the trailer valve assembly comprising: a redundant valve unit, the redundant valve unit having a reserve interface for receiving a reserve pressure and a redundant output end for providing a redundant pressure, wherein the redundant valve unit is configured to provide a redundant pressure at the redundant output end in dependence on a redundant switching signal received at the redundant valve unit.

[0009] The present invention is based on the following recognition, that is, if corresponding peripheral equipment is also provided for redundant situations, a conventional trailer control valve can also be provided in the electromechanical brake system of a commercial vehicle for electromechanical braking. According to the present invention, a redundant valve unit is provided for this purpose, which provides a redundant pressure in the redundant situation, that is, when the trailer switching signal cannot be provided or cannot be provided correctly, and provides the redundant pressure to the trailer control valve. Both the trailer control valve and the redundant valve unit are supplied with a reserve pressure and have a reserve interface for this purpose. The corresponding reserve container or compressor can be connected to two reserve interfaces, namely the reserve interface of the trailer control valve and the reserve interface of the redundant valve unit. In this regard, the two units can receive the same reserve pressure. It can also be provided that the trailer control valve and the redundant valve unit are respectively equipped with their own compressed air reservoir, their own compressor or their own air preparation unit. The redundant valve unit is only provided exclusively for the trailer control valve, and the redundant output of the redundant valve unit is only connected to the trailer control valve, more precisely, only connected to the pneumatic redundant interface of the trailer control valve. In normal operation, the trailer control valve can receive the corresponding trailer switching signal from the superior control unit (such as the central control unit of the electromechanical brake system), or can also directly receive the corresponding trailer switching signal from the electric brake value transmitter (such as the electric brake pedal). However, the superior control unit (such as the central control unit) can also be connected to the unit for autonomous driving and receive the braking request signal, trajectory planning and similar signals from the unit for autonomous driving. Then, the superior control unit (such as the central control unit) can provide the trailer control valve with the trailer switching signal based on this. The redundant valve unit can also receive the redundant switching signal from the superior control unit (such as the central control unit) or another redundant control unit. The redundant valve unit can also receive the redundant switching signal from the electric brake value transmitter (such as the electric brake pedal). In one variant, the redundant switching signal is generated and provided in the same or similar manner or in dependence on the trailer switching signal.

[0010] In a first preferred embodiment, the redundant interface of the trailer control valve is connected to the pilot control unit of the trailer control valve. In addition, the trailer control valve preferably also comprises a main valve unit, and the pilot control unit provides a first control pressure to the main valve unit, which then increases the volume of the first control pressure and regulates it as a trailer brake pressure at the trailer brake pressure interface. By connecting the redundant interface to the pilot control unit, it is sufficient for the redundant pressure to be a small-volume control pressure, which can then be increased in volume by the main valve unit of the trailer control valve. It is not necessary for the redundant pressure itself to already be a large-volume working pressure that can be used directly to charge the pneumatic brake actuator.

[0011] In another preferred design, the trailer control valve has a redundant blocking valve for blocking the redundant interface. The redundant blocking valve preferably blocks the redundant interface in the energized position and releases the redundant interface in the absence of current. It can be ensured that the redundant pressure can not be provided by the energization of the redundant blocking valve to prevent the redundant pressure from being accidentally regulated. For the trailer control valve in the absence of current, the redundant blocking valve is preferably opened so that the redundant pressure can be regulated. In a preferred improvement, the trailer switching signal and the redundant switching signal are provided by two independent and functionally at least partially replaced electrical control units. For example, the trailer switching signal is provided by the main central control unit, and the redundant switching signal is provided by the secondary central control unit, which functionally at least partially replaces the main central control unit. It can also be provided that the main central control unit and the secondary central control unit provide the trailer switching signal and the redundant switching signal respectively, so as to be able to achieve another redundancy level.

[0012] In one variant, the redundant valve unit has a redundant valve unit housing and can be installed in the brake system as an independent module. As a result, the two units can be arranged separately from each other in the brake system, thereby reducing the space occupied by the device. In addition, it is possible to use and apply the redundant valve unit as an add-on in combination with a conventional trailer control valve. It can be provided that the redundant valve unit is directly connected to the trailer control valve by means of its redundant valve unit housing via a flange, so that they are represented as a whole in a modular manner.

[0013] In a further preferred embodiment, it can be provided that the redundant valve unit can be integrated into another functional module of the brake system. In this variant, it is not required that the redundant valve unit has its own redundant valve unit housing; on the contrary, it is preferred that the redundant valve unit, i.e. its functional elements, are integrated into another functional module. The other functional module is preferably selected from: a primary brake control unit, a secondary brake control unit, an air preparation unit. It can also be provided that the redundant valve unit is integrated into a parking brake valve unit or a trailer control valve. It can also be provided that the redundant valve unit is integrated into a steering part, a transmission, a brake pedal or another unit, such as a battery control unit.

[0014] According to another preferred embodiment, the redundant valve unit has an electromagnetic redundant pilot control unit and a redundant main valve unit, wherein the redundant pilot control unit controls a redundant control pressure at the redundant main valve unit in dependence on a redundant switching signal, and the redundant main valve unit controls a redundant pressure in dependence on the redundant control pressure. The redundant main valve unit preferably increases the redundant control pressure volume and then controls it. This can reduce air consumption, which is particularly preferred in the application of the invention within the scope of an electromechanical brake system, because electromechanical brake systems usually have smaller compressed air storage containers or smaller air preparation units, because these smaller compressed air storage containers or smaller air preparation units are only provided for situations where the tractor vehicle is to tow a non-electrified trailer. Therefore, the space occupied by the individual modules can also be reduced by this variant, thereby reducing the overall structural space.

[0015] It is also preferred that the redundant pilot control unit preferably has an inlet valve and an outlet valve, wherein the inlet valve is connected to the reserve interface, receives the reserve pressure, and can be switched by a first redundant switching signal to regulate the redundant control pressure at the redundant main valve unit, and wherein the outlet valve is connected to the venting portion and can be switched by a second redundant signal to vent the redundant control pressure. The inlet valve and the outlet valve are preferably constructed as monostable two-position two-way valves, respectively. However, a two-position three-way valve can also be used instead, so that it plays the role of a combined inlet and outlet valve. Preferably, the inlet valve is closed when not energized, and the outlet valve is open when not energized. In this way, it can be ensured that the brake pressure is not regulated in the non-energized state. The redundant main valve unit preferably includes a redundant relay valve, which has a pneumatic control interface to which the redundant control pressure is regulated. The redundant relay valve increases the volume of the redundant control pressure and provides the redundant control pressure with increased volume at the redundant output end.

[0016] In a further preferred embodiment, the redundant valve unit comprises a bistable function, so that the regulated redundant pressure can remain regulated even when the redundant switching signal is cancelled. In one variant, the bistable function comprises a bistable solenoid valve. For example, the bistable solenoid valve can comprise two magnetic rest positions defined by two end magnets. Such a bistable solenoid valve always remains in one of the two end positions even when the power supply is cancelled.

[0017] In a further variant, the bistable function can also include a pneumatic self-retaining part. It is known that the bistable state can also be realized in a purely pneumatic manner by correspondingly interconnecting the valves. Even in the case of a corresponding control pressure being eliminated for switching the valves, the valve position can be maintained, in particular by means of a pneumatic self-retaining part.

[0018] In a second aspect, the object mentioned at the outset is achieved by an electromechanical brake system for a commercial vehicle, which has a primary brake control unit and a secondary brake control unit, a first energy source for supplying electrical energy to the primary brake control unit and a second energy source for supplying electrical energy to the secondary brake control unit. In addition, the electromechanical brake system has at least a first and a second electromechanical front axle brake actuator and at least a first and a second electromechanical rear axle brake actuator that can be driven by the primary brake control unit and the secondary brake control unit to implement a brake request. In addition, the electromechanical brake system has a pneumatic trailer valve assembly, which is preferably formed according to one of the above-mentioned preferred embodiments of the pneumatic trailer valve assembly according to the first aspect of the invention. The trailer control valve of the trailer valve assembly is connected to the primary brake control unit and receives a trailer switching signal from the primary brake control unit. The redundant valve unit of the trailer valve assembly is connected to the secondary brake control unit and receives a redundant switching signal from the secondary brake control unit.

[0019] It is to be understood that the pneumatic trailer valve assembly according to the first aspect of the invention and the electromechanical brake system according to the second aspect of the invention have identical and similar sub-aspects, in particular as stated in the dependent claims. Reference is hereby made fully to the above contents.

[0020] In one variant, the redundant valve unit comprises a redundant valve unit housing and is installed in the brake system as a separate module. Alternatively, the redundant valve unit is integrated into a secondary brake control unit. Also alternatively, the electromechanical brake system has an air preparation unit, wherein the redundant valve unit is integrated into the air preparation unit.

[0021] The primary brake control unit and the secondary brake control unit are preferably designed to be functionally at least partially interchangeable. In particular, the secondary brake control unit is used as a backup control unit, which takes over the control of the electromechanical brake system in the event that the primary brake control unit is inoperable or does not function properly. It can also be provided that these primary brake control units and secondary brake control units take over control together, for example so that the functions of the primary brake control unit that can function properly continue to be implemented, while the functions of the primary brake control unit that no longer function properly are replaced by the secondary brake control unit. This situation may occur, for example, when the trailer control valve cannot be electrically actuated or can no longer be electrically actuated correctly. For this situation, it is preferred that the secondary brake control unit actuates the redundant valve unit in order to regulate the trailer brake pressure redundantly but purely pneumatically.

[0022] In a third aspect, the invention achieves the object mentioned at the outset by a commercial vehicle having a front axle and at least one rear axle and an electromechanical brake system according to one of the above-described preferred embodiments of the electromechanical brake system according to the second aspect of the invention. It is understood that the commercial vehicle according to the third aspect of the invention and the electromechanical brake system according to the second aspect of the invention have identical or similar sub-aspects, in particular as explained in the dependent claims. In this respect, reference is made fully to the above description of the first and second aspects of the invention.

[0023] In a third aspect, the invention achieves the object mentioned at the outset by a method for redundant braking of a trailer of a tractor-trailer combination, wherein the tractor has an electromechanical brake system, which is preferably designed according to one of the above-mentioned preferred embodiments of the electromechanical brake system according to the second aspect of the invention, and the trailer has a pneumatic brake system. In the method, in operation, a trailer switching signal is provided by a main brake control unit to a trailer control valve, and the trailer control valve controls the trailer brake pressure at the trailer brake pressure interface as a function of the trailer switching signal. In the event of a fault, in which the provision of the trailer switching signal is partially or completely prevented, the redundant valve unit controls a pneumatic redundant pressure to the redundant interface of the trailer control valve, and the trailer control valve controls the trailer brake pressure at the trailer brake pressure interface in a redundant manner as a function of the redundant pressure.

[0024] It is to be understood again that the method according to the fourth aspect of the invention, the pneumatic trailer valve assembly according to the first aspect of the invention, the electromechanical brake system according to the second aspect of the invention, and the commercial vehicle according to the third aspect of the invention have identical and similar sub-aspects, in particular those listed in the dependent claims. In this respect, reference is also made to the above contents for preferred developments of the method.

[0025] In a preferred embodiment of the method, it is provided that the redundant valve unit receives a redundant switching signal from the subordinate brake control unit and controls the redundant pressure as a function of the redundant switching signal. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Now, the following describes the embodiments of the present invention in conjunction with the accompanying drawings. These drawings do not necessarily show the embodiments to scale, but the drawings used for explanation are implemented in a schematic and / or slightly distorted form. For supplementary content of the teachings that can be directly obtained from the drawings, refer to the relevant prior art. It should be taken into account that various modifications or changes can be made to the form and details of the embodiments without departing from the general idea of ​​the present invention. The features of the present invention disclosed in the specification, drawings and claims are of great significance to the improvement scheme of the present invention, whether individually or in any combination. In addition, all combinations of at least two of the features disclosed in the specification, drawings and / or claims fall within the scope of the present invention. The general idea of ​​the present invention is not limited to the exact form or details of the preferred embodiments shown and described below, nor is it limited to the subject matter that is limited compared to the subject matter claimed for protection. With respect to the set measurement range, the values ​​within the mentioned boundary range should also be disclosed as boundary values ​​and can be used arbitrarily and can be protected by rights. For the purpose of simplicity, the same figure marks are used below for the same or similar parts or parts with the same or similar functions.

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

[0028] Figure 1 A schematic diagram of an electromechanical brake system in a first embodiment is shown;

[0029] Figure 2 A schematic diagram of an electromechanical brake system in a second embodiment is shown;

[0030] Figure 3 A schematic diagram of an electromechanical brake system in a third embodiment is shown;

[0031] Figure 4 A schematic diagram of a pneumatic trailer valve assembly in a first embodiment is shown;

[0032] Figure 5 A schematic diagram showing a pneumatic trailer valve assembly in a second embodiment; and

[0033] Figure 6 A schematic diagram of a pneumatic trailer valve assembly in a third embodiment is shown. DETAILED DESCRIPTION

[0034] The electromechanical brake system 202 is provided for a commercial vehicle 200, which is configured as a dual-axle commercial vehicle 200 and has a front axle VA and a rear axle HA. It is understood that such a commercial vehicle 200 may also have a second rear axle and may be configured as a multi-axle vehicle as a whole. The electromechanical brake system 202 has a primary operating level 204 and a secondary redundancy level 206, which can take over the deceleration of the commercial vehicle 200 in the event that the operating level 204 fails or does not work properly. The primary operating level 204 is powered by a first energy source 210 and includes a primary brake control unit 50. The primary brake control unit 50 is connected to other units of the commercial vehicle 200 (such as a unit 222 for autonomous driving) via a primary vehicle bus 212 in order to receive trajectories, brake requests or maneuvers from these other units and implement them. In addition, the electromechanical brake system 202 also includes a brake value transmitter 208, which can be configured as an electric brake pedal, for example. The brake value transmitter 208 is connected to the primary brake control unit 50 in a basically known manner. The primary brake control unit 50 is also connected to the first and second electromechanical front axle brake actuators 230a, 230b and the first and second electromechanical rear axle brake actuators 232a, 232b and provides them with control signals SB1, SB2. In the secondary redundancy level 206, the electromechanical brake system 202 includes a secondary brake control unit 60, which can at least partially replace the primary brake control unit 50 in terms of function. In the event that the primary brake control unit 60 fails to function or does not function properly, the secondary brake control unit 60 takes over the control of the electromechanical brake system 202. The secondary brake control unit 60 is also connected to the brake value transmitter 208 and receives signals from further units, in particular the unit 222 for autonomous driving, via the secondary vehicle bus 214. The secondary brake control unit 60 is also connected to the first and second electromechanical front axle brake actuators 230a, 230b and the first and second electromechanical rear axle brake actuators 232a, 232b and can provide them with redundant control signals SB3, SB4 in a redundant situation. For this purpose, the first and second electromechanical front axle brake actuators 230a, 230b and the first and second electromechanical rear axle brake actuators 232a, 232b are connected to both the first and second energy sources 210, 220.

[0035] The electromechanical brake system 202 is designed to control a trailer (not shown). For this purpose, the electromechanical brake system 202 includes a pneumatic trailer valve assembly 1, which enables: also a conventional trailer with a purely pneumatically designed trailer brake system to be controlled. The pneumatic trailer valve assembly 1 includes a trailer control valve 10 that can be constructed in a known manner. The trailer control valve 10 has a trailer supply interface 12 ("red coupling" or "reserve coupling"), via which a reserve pressure pV can be transmitted to the trailer. In addition, the trailer control valve 10 also has a trailer brake pressure interface 14 ("yellow coupling" or "brake coupling"), via which a trailer brake pressure pBA can be transmitted to the trailer. The trailer brake pressure pBA is a control pressure that describes the level of the brake pressure regulated in the trailer to the trailer brake actuator.

[0036] The trailer control valve 10 also has a supply connection 11, via which the trailer control valve 10 receives a supply pressure pV from a compressed air supply 2 provided for this purpose. The trailer control valve 10 has various solenoid valves, which will be referred to below. Figures 4 to 6 To switch these solenoid valves, the trailer control valve 10 is connected to the main brake control unit 50 via an electrical line 9 and receives trailer switching signals S1, S2, S3 from the main brake control unit. Figure 1 ), the trailer control valve 10 does not have its own intelligence, but is directly switched by the main brake control unit 50 (see the following Figure 6 ). In other embodiments, it can also be provided that the trailer control valve 10 has its own intelligence and, in this respect, brake requests, trajectories or other requests are transmitted from the main brake control unit 50 or via the main or secondary vehicle bus 212 , 214 and are then automatically implemented by the trailer control valve 10 in order to regulate the trailer brake pressure pBA in this way.

[0037] No direct electrical connection is provided between the secondary brake control unit 60 and the trailer control valve 10, but it could be provided similarly to the electrical line 9 if the secondary brake control unit 60 is also to directly control and switch the trailer control valve 10 in redundant operation. Figure 1 ), a pneumatically controlled trailer brake pressure pBA is specifically provided. For this purpose, the pneumatic trailer valve assembly 1 has a redundant valve unit 20. The redundant valve unit 20 also has a solenoid valve, which will be referred to below. Figures 4 to 6Explain in more detail. The redundant valve unit 20 is connected to the secondary brake control unit 60 and receives redundant switching signals SR1, SR2 from the secondary brake control unit. In other embodiments, the redundant switching signals SR1, SR2 can also be provided by the main brake control unit 50 or another superior control unit. It can also be provided that the redundant valve unit 20 has its own intelligence and can also be connected to the main and / or secondary vehicle buses 212, 214 in this regard. The redundant valve unit 20 has a reserve interface 21, which is also connected to the compressed air reservoir 2 here. In other embodiments, it can also be provided that a separate, separately arranged compressed air reservoir is provided for the redundant valve unit 20, or that the redundant valve unit is directly connected to the compressor. The redundant valve unit 20 has a redundant output 22 for providing a redundant pressure pR, which is regulated depending on the received redundant switching signals SR1, SR2. The redundant output 22 is only connected to the redundant interface 16 of the trailer control valve 10, which receives the redundant pressure pR from the redundant valve unit 20. The trailer control valve 10 is designed to receive the redundancy pressure pR and convert it in order to control the trailer brake pressure pBA based thereon.

[0038] The embodiment shown here ( Figure 1 ), the redundant valve unit 20 comprises its own redundant valve unit housing 23 and is provided as a separate module in the electromechanical brake system 202. As a result, in particular, an existing and already available trailer control valve 10, as it is available in known pneumatic brake systems, can be implemented in the electromechanical brake system 202 and actuated via the redundant valve unit 20.

[0039] Figure 2 The electromechanical brake system 202 in the second embodiment is shown. The same and similar elements are provided as in the first embodiment ( Figure 1 ) in the same reference numerals as in the first embodiment, thereby fully citing the above description of the first embodiment ( Figure 1 ) is described below. The differences from the first embodiment will be particularly emphasized below, and the common points will not be discussed in detail.

[0040] First embodiment ( Figure 1 ) and the second embodiment ( Figure 2 ) is that the redundant valve unit 20 is integrated into the secondary brake control unit 60. Therefore, the redundant valve unit 20 does not need its own redundant valve unit housing 23, but is part of the secondary brake control unit 60.

[0041] Figure 3A third exemplary embodiment of an electromechanical brake system 202 is shown, and identical and similar elements are again provided with the same reference numerals as in the first two exemplary embodiments. In this respect, the differences are again substantially emphasized, and the commonalities are not discussed further.

[0042] Compared with the previous two examples ( Figure 1 , Figure 2 ) is that the third embodiment ( Figure 3 ) includes an electronic air preparation unit 70. The electronic air preparation unit 70 is connected to a second energy source 220, but may alternatively or additionally be connected to a first energy source 210. Furthermore, it is connected to a secondary vehicle bus 214, but may additionally or alternatively be connected to a main vehicle bus 212. The electronic air preparation unit 70 is also connected to a compressed air reservoir 2 and supplies the compressed air to the compressed air reservoir in order to provide a reserve pressure pV. In the embodiment shown here, the redundant valve unit 20 is integrated into the air preparation unit 70. However, it should be understood that even in an electromechanical brake system 202 having an air preparation unit 70, the redundant valve unit 20 may also be as in the first or second embodiment ( Figure 1 , Figure 2 Integrating the redundant valve unit 20 into the air preparation unit 70 can lead to a reduction in the space occupied by the electromechanical brake system 202 and to the elimination of electrical and / or pneumatic lines.

[0043] Figures 4 to 6 Three different exemplary embodiments of a pneumatic trailer valve assembly 1 are now shown, wherein the internal wiring diagram is illustrated.

[0044] Reference Figure 4 On the left, firstly a trailer control valve 10 is shown, which is designed here as a trailer control module 4 with a trailer control module housing 6, and which comprises an electrical interface 8, via which the trailer control valve 10 is connected to a main brake control unit 50 and receives the first, second and third trailer switching signals S1, S2, S3 from the main brake control unit. In addition to the already mentioned interfaces, namely the reserve interface 11 connected to the compressed air reservoir 2 for receiving the reserve pressure pV, the trailer supply interface 12, the trailer brake pressure interface 14 and the redundancy interface 16, the trailer control valve 10 also comprises a venting part 3, which vents to the surroundings in a conventional manner, optionally with an intermediate silencer.

[0045] The trailer control valve 10 internally has a pilot control unit 110 and a main valve unit 112 in a basically known manner. The pilot control unit 110 provides a first control pressure pS1 to the main valve unit 112, which controls the trailer brake pressure pBA based on the received first control pressure pS1.

[0046] For this purpose, the pilot control unit 110 includes an inlet valve 113 and an outlet valve 114, which are each constructed as a 2 / 2-way valve. The inlet valve 113 and the outlet valve 114 can also be combined as a single 2 / 3-way valve, which can be referred to as an inlet outlet valve. The inlet valve 113 has a first inlet valve interface 113.1, which is connected to the reserve interface 11 and receives the reserve pressure. The second inlet valve interface 113.2 is connected to the control pressure line 115, into which the first control pressure pS1 is regulated. The inlet valve 113 is monostable and is in the state of being ... Figure 4 By providing the first switching signal S1, the inlet valve 113 can be brought into the closed first switching position. Figure 4 In the second switching position not shown in the figure, in the second switching position, the first and second inlet valve interfaces 113.1, 113.2 are connected. In the second switching position in which power is supplied, the first control pressure pS1 is regulated. The outlet valve 114 is used to vent the first control pressure pS1 or the control pressure line 115. The outlet valve 114 is also constructed as a two-position two-way valve and has a first outlet valve interface 114.1 connected to the control pressure line 115 and a second outlet valve interface 114.2 connected or connectable to the venting part 3 via a redundant shut-off valve 30 in the embodiment shown here, and the redundant shut-off valve will be described below. The outlet valve 114 is monostable and is in a state of no current. Figure 4 , and can be brought into the open first switching position by providing the second switching signal S2 Figure 4 In the closed switching position (not shown).

[0047] The main valve unit 112 includes a relay valve 116, which has a relay valve reserve interface 116.1 connected or connectable to the reserve interface 11, a relay valve working interface 116.2 connected to the trailer brake pressure port 14 and regulating the trailer brake pressure pBA, a relay valve bleed interface 116.3 connected to one or the bleed part 3, and a relay valve control interface 116.4 connected to the control pressure line 15 and receiving the first control pressure pS1. The relay valve 116 is used to receive the first control pressure pS1 and increase its volume, and regulate it as the trailer brake pressure pBA at the trailer brake pressure interface 14 under the pressure of the increased volume.

[0048] A separation safety valve 117 is connected upstream of the relay valve 116 , which ensures that when the trailer is separated from the towing vehicle, the reserve pressure pV is no longer supplied to the relay valve 116 .

[0049] In order to detect the controlled trailer brake pressure pBA, the trailer control valve 10 further comprises a pressure sensor 118 which can provide a pressure signal SD to the main brake control unit 50 .

[0050] As described above, the trailer control valve 10 also includes a redundant blocking valve 30, which is used to block or release the redundant interface 16 of the trailer control valve 10. At the redundant interface 16, the redundant pressure pR is received from the redundant valve unit 20. According to the embodiment shown here, the redundant pressure pR is introduced via the venting path of the trailer control valve 10 and can be regulated into the control pressure line 115 via the redundant blocking valve 30 and the open outlet valve 114 and thus provided to the relay valve control interface 116.4. In this way, the relay valve 116 can regulate the trailer brake pressure pBA based on the redundant pressure pR. In other variants, it can also be provided that the redundant pressure pR is provided directly as a volume pressure and can be regulated at the trailer brake pressure interface 14 through the relay valve 116 without volume increase.

[0051] The redundant shut-off valve 30 is constructed as a 2 / 3-way solenoid valve and has a first redundant shut-off valve interface 30.1 connected to the venting portion 3, a second redundant shut-off valve interface 30.2 connected to the outlet valve 114, more specifically, the second outlet valve interface 114.2, and a third redundant shut-off valve interface 30.3 connected to the redundant interface 16. The redundant shut-off valve 30 is monostable, and in the first switching position without current, the third redundant shut-off valve interface 30.3 is connected to the second redundant shut-off valve interface 30.2, so that the redundant pressure pR can be conducted in the absence of current. When energized, the redundant shut-off valve 30 is switched to Figure 4 In the second switching position not shown in the figure, the first redundant blocking valve interface 30.1 is connected to the second redundant blocking valve interface 30.2, so that the outlet valve 114 is connected to the venting part 3. In normal operation of the commercial vehicle 200, the third switching signal S3 should be provided to cause the redundant pressure pR to be blocked outside and to enable the first control pressure pS1 to be vented via the venting part 3. In the event of a fault, when the first, second and third switching signals S1, S2, S3 can no longer be provided, the inlet valve 113, the outlet valve 114 and the redundant blocking valve 30 are respectively in Figure 4 In the switching position shown in , a redundant pressure pR can thus be provided to the relay valve 116 via the redundant blocking valve 30 , the outlet valve 114 .

[0052] The redundant valve unit 20 is shown schematically here and should be understood as follows: Figure 1 As shown, it is constructed as an independent unit with a redundant valve unit housing 23, wherein it is also possible to Figure 2 and Figure 3 In this regard, Figures 4 to 6 It is also conceivable to design the redundant valve unit 20 integrally with the trailer control valve 10 .

[0053] In the embodiment shown here, the redundant valve unit 20 includes a redundant pilot control unit 150 and a redundant main valve unit 160. In other embodiments, it can also be provided that no partition is provided between the redundant pilot control unit and the redundant main valve unit, but only a directly switched valve is provided. The redundant pilot control unit 150 and the redundant main valve unit 160 are constructed similarly to the pilot control unit 110 and the main valve unit 112 of the trailer control valve 10. The redundant pilot control unit 150 has an inlet valve 152 and an outlet valve 154. The inlet valve 152 is constructed as a two-position two-way valve and has a first inlet valve interface 152.1, which is connected to the reserve interface 21 of the redundant valve unit 20 and receives the reserve pressure pV. The second inlet valve interface 152.2 is connected to the redundant control pressure line 156 and regulates the redundant control pressure pSR into the redundant control pressure line. The inlet valve 152 is constructed monostable and is in a state of no current. Figure 4 In the first switching position shown in , the first and second inlet valve interfaces 152.1, 152.2 are blocked in this first switching position. The outlet valve 154 is also constructed as a 2 / 2-way valve and has a first outlet valve interface 154.1 and a second outlet valve interface 154.2, wherein the first outlet valve interface 154.1 is connected to a redundant control pressure line 156, and the second outlet valve interface 154.2 is connected to one or the venting part 3.

[0054] The redundant valve unit 20 has an electrical redundant valve unit interface 24, via which the redundant valve unit 20 is connected to the secondary brake control unit 60 and receives the first and second redundant switching signals SR1, SR2 from the secondary brake control unit. The inlet valve 152 can be switched by the first redundant switching signal SR1, and the outlet valve 154 can be switched by the second redundant switching signal SR2.

[0055] The redundant main valve unit 160 includes a redundant relay valve 162, which has a redundant relay valve supply interface 162.1 connected to the reserve interface 21, a redundant relay valve working interface 162.2 connected to the redundant output end 22 and providing the redundant output end with a redundant pressure pR, a redundant relay valve venting interface 162.3, and a redundant relay valve control interface 162.4 connected to the redundant control pressure line 156 and receiving the redundant control pressure pSR. The redundant relay valve 162 increases the volume of the redundant control pressure pSR and then regulates it as a redundant pressure pR to the redundant output end 22. In order to detect the regulated redundant pressure pR, the redundant valve unit 20 also includes a redundant pressure sensor 164, which can provide a redundant pressure signal SRD to the secondary brake control unit 60.

[0056] Figure 5 A second embodiment of a pneumatic trailer valve assembly 1 is shown, and the same and similar elements are used as in accordance with Figure 4 The same reference numerals as in the first embodiment of the present invention are used to represent the same reference numerals as in the first embodiment of the present invention. Figure 4 The differences between the embodiments are discussed, and the common points are basically not discussed.

[0057] The difference here lies in the design of the redundant valve unit 20, more precisely, in the design of the redundant pilot control unit 150; the redundant main valve unit 160 is different from the redundant main valve unit 160 according to the embodiment of the present invention. Figure 4 The redundant valve units 160 of the exemplary embodiment shown in FIG. 1 are designed identically.

[0058] and Figure 4 The difference from the embodiment shown in is that Figure 5 The redundant pilot control unit 150 in the embodiment shown in is bistable. For this purpose, the redundant pilot control unit 150 has a bistable solenoid valve 170. The bistable solenoid valve 170 is constructed as a two-position three-way valve and has two stable rest positions. It has a first bistable valve interface 170.1 connected to the venting part 3, a second bistable valve interface 170.2 connected or connectable to the redundant main valve unit 160, and a third bistable valve interface 170.3 connected to the reserve interface 21 and receiving the reserve pressure pV. The bistable valve 170 can be switched based on the second redundant switching signal SR2, and has a first electromagnet 170a and a second electromagnet 170b so as to provide two stable rest positions. In Figure 5 In a first switching position (not shown), the first bistable valve connection 170.1 is connected to the second bistable valve connection 170.2 so that the redundant control pressure line 156 can be vented. Figure 5In the second switching position shown in FIG, the third bistable valve port 170.3 is connected to the second bistable valve port 170.2 so that the redundant control pressure line 156 can be charged. A holding valve 172 constructed as a 2 / 2-way valve is also inserted between the bistable valve 170 and the redundant main valve unit 160. Figure 5 In the switched position shown in FIG, the redundant control pressure pSR can be adjusted and also vented. Figure 5 In a second switching position (not shown), the pressure set at the redundant main valve unit 160 can be blocked in.

[0059] This bistability is particularly advantageous when the trailer vehicle is to be braked permanently, for example when the vehicle breaks down and must be safely parked.

[0060] Figure 6 A third variant of a pneumatic trailer valve assembly 1 is now shown, which also has bistable properties in a redundant valve unit 20. Once again, identical and similar elements are provided with the same reference numerals as in the previous description, so that reference is made to the above description in full. Figure 4 and Figure 5 The differences between the first and second embodiments of the pneumatic trailer valve assembly 1 shown in . The third embodiment of the pneumatic trailer valve assembly 1 is based on the first embodiment of the pneumatic trailer valve assembly 1, but includes a self-retaining portion, here a pneumatic self-retaining portion 180. The pneumatic self-retaining portion 180 is constructed so that it includes a return line 182 with a throttle 183, which connects the redundant relay valve working interface 162.2 with the redundant relay valve control interface 162.4. In other words, the redundant pressure pR regulated at the redundant relay valve working interface 162.2 is throttled back and provided to the redundant relay valve control interface 162.4, thereby achieving pneumatic self-retaining. Even if the outlet valve 154 is brought to Figure 6 In the deflation position (not shown in the figure) in which the first and second outlet valve interfaces 154.1, 154.2 are connected, self-holding is maintained due to the throttling. For this reason, the inlet valve 152 can also occupy the same position as according to the first embodiment ( Figure 4 ) of the inlet valve 152. It is not necessary to permanently supplement the pilot reserve pressure via the inlet valve to maintain the redundant pressure pR.

[0061] List of reference numerals (part of the description)

[0062] 1 Pneumatic trailer valve assembly

[0063] 2 Compressed air reservoir

[0064] 3. Degassing section

[0065] 4 Trailer Control Module

[0066] 6 Trailer control module housing

[0067] 8 Electrical interface

[0068] 9 Electric lines

[0069] 10 Trailer control valve

[0070] 11 Reserve connection for trailer control valve

[0071] 12 Trailer supply interface

[0072] 14 Trailer brake pressure connection

[0073] 16 redundant interfaces

[0074] 20 Redundant valve units

[0075] 21 Reserve connection for redundant valve unit

[0076] 22 redundant outputs

[0077] 23 Redundant valve unit housing

[0078] 24 Electrical redundant valve unit connection

[0079] 30 Redundant Blocking Valve

[0080] 30.1 First redundant shut-off valve connection

[0081] 30.2 Second redundant blocking valve connection

[0082] 30.3 Third redundant blocking valve interface

[0083] 50 Main brake control unit

[0084] 60 Secondary brake control unit

[0085] 70 Air preparation unit

[0086] 110 Pilot control unit

[0087] 112 Main valve unit

[0088] 113 Inlet valve

[0089] 113.1 First inlet valve connection

[0090] 113.2 Second inlet valve connection

[0091] 114 Outlet valve

[0092] 114.1 First outlet valve interface

[0093] 114.2 Second outlet valve interface

[0094] 115 Control pressure line

[0095] 116 Relay valve

[0096] 116.1 Relay valve supply connection

[0097] 116.2 Relay valve working interface

[0098] 116.3 Relay valve venting interface

[0099] 116.2 Relay valve control interface

[0100] 117 Separation safety valve

[0101] 118 Pressure Sensor

[0102] 150 Redundant pilot control unit

[0103] 152 Inlet valve

[0104] 152.1 First inlet valve connection

[0105] 152.2 Second inlet valve connection

[0106] 154 Outlet valve

[0107] 154.1 First outlet valve interface

[0108] 154.2 Second outlet valve interface

[0109] 156 Redundant control pressure line

[0110] 160 Redundant main valve unit

[0111] 162 Redundant relay valve

[0112] 162.1 Redundant relay valve supply connection

[0113] 162.2 Redundant relay valve working interface

[0114] 162.3 Redundant relay valve bleed port

[0115] 162.4 Redundant relay valve control interface

[0116] 164 Redundant Pressure Sensor

[0117] 170 Bistable solenoid valve

[0118] 172 Holding valve

[0119] 180 Pneumatic self-holding unit

[0120] 182 Return Line

[0121] 183 Throttle

[0122] 200 Commercial vehicles

[0123] 202 Braking system

[0124] 204 Main operating levels

[0125] 206 Secondary redundancy level

[0126] 208 Braking value transmitter

[0127] 210 The First Energy Source

[0128] 212 Main vehicle buses

[0129] 214 Minor vehicle buses

[0130] 220 Second Energy Source

[0131] 222 Units for autonomous driving

[0132] 230a, 230b First and second electromechanical front axle brake actuators

[0133] 232a, 232b first and second electromechanical rear axle brake actuators

[0134] pBA trailer brake pressure

[0135] pR Redundancy pressure

[0136] pS1 First control pressure

[0137] pSR Redundant Control Pressure

[0138] pV Reserve pressure

[0139] S1 First trailer switching signal

[0140] S2 Second trailer switching signal

[0141] S3 Third trailer switching signal

[0142] SB1~SB4 The first to fourth adjustment signals

[0143] SD pressure signal

[0144] SR1 First redundant switching signal

[0145] SR2 Second redundant switching signal

[0146] SRD redundant pressure signal

[0147] VA front axle

[0148] HA rear axle

Claims

1. A pneumatic trailer valve assembly (1) for a brake system (202), in particular an electromechanical brake system, the pneumatic trailer valve assembly comprising: A trailer control valve (10), the trailer control valve having: a reserve interface (11) for receiving a reserve pressure (pV); a trailer supply interface (12) for providing a reserve pressure (pV) to a trailer; a trailer brake pressure interface (14) for providing a trailer brake pressure (pBA) to the trailer; an electromagnetic pilot control unit (110), the electromagnetic pilot control unit being configured to control the trailer brake pressure (pBA) at the trailer brake pressure interface (12) in dependence on a trailer switching signal (S1, S2, S3) received at the trailer control valve (10); and a pneumatic redundant interface (16) for receiving a redundant pressure (pR), wherein the trailer control valve (10) is configured to control the trailer brake pressure (pBA) at the trailer brake pressure interface (14) in a redundant manner in dependence on the redundant pressure (pR) in the absence of a trailer switching signal (S1, S2, S3); and comprising: A redundant valve unit (20) having a reserve interface (21) for receiving a reserve pressure (pV) and a redundant output (22) for providing a redundant pressure (pR), wherein the redundant valve unit (20) is configured to provide the redundant pressure (pR) at the redundant output (22) in dependence on a redundant switching signal (SR1, SR2) received at the redundant valve unit (20).

2. The pneumatic trailer valve assembly (1) according to claim 1, wherein: The redundant interface (16) is connected to the pilot control unit (110).

3. The pneumatic trailer valve assembly (1) according to claim 1 or 2, wherein: The trailer control valve (10) has a redundancy blocking valve (30) for blocking the redundancy port (16).

4. The pneumatic trailer valve assembly (1) according to any one of the preceding claims, wherein: The trailer switching signal (S1, S2, S3) and the redundant switching signal (SR1, SR2) are provided by two independent electronic control units (50, 60) which at least partially replace each other in terms of functionality.

5. The pneumatic trailer valve assembly (1) according to any one of the preceding claims, wherein: The redundant valve unit (20) has a redundant valve unit housing (23) and can be installed in the brake system (202) as an independent module.

6. The pneumatic trailer valve assembly (1) according to any one of the preceding claims 1 to 4, wherein: The redundant valve unit (20) is integrated into a further functional module of the brake system (202).

7. The pneumatic trailer valve assembly (1) according to claim 6, wherein: The functional module is selected from: a primary brake control unit (50), a secondary brake control unit (60), and an air preparation unit (70).

8. The pneumatic trailer valve assembly (1) according to any one of the preceding claims, wherein: The redundant valve unit (20) has an electromagnetic redundant pilot control unit (150) and a redundant main valve unit (160), wherein the redundant pilot control unit (150) controls a redundant control pressure (pSR) at the redundant main valve unit (160) in dependence on redundant switching signals (SR1, SR2), and the redundant main valve unit (160) controls a redundant pressure (pR) in dependence on the redundant control pressure (pSR).

9. The pneumatic trailer valve assembly (1) according to claim 8, wherein: The redundant pilot control unit (150) has an inlet valve (152) and an outlet valve (154), wherein the inlet valve (152) is connected to the reserve interface (21), receives the reserve pressure (pV), and can be switched by a first redundant switching signal (SR1) so as to regulate a redundant control pressure (pSR) at the redundant main valve unit (160), and wherein the outlet valve (154) is connected to the venting part (3) and can be switched by a second redundant signal (SR2) so as to vent the redundant control pressure (pSR).

10. The pneumatic trailer valve assembly (1) according to any one of the preceding claims, wherein: The redundant valve unit (20) comprises a bistable function, so that the set redundant pressure (pR) can remain set even when the redundant switching signal (SR1, SR2) is cancelled.

11. The pneumatic trailer valve assembly (1) according to claim 10, wherein: The bistable function includes a bistable solenoid valve (170).

12. The pneumatic trailer valve assembly (1) according to claim 10, wherein: The bistable function includes a pneumatic self-retaining portion (180).

13. An electromechanical brake system (202) for a commercial vehicle, the electromechanical brake system comprising: A primary brake control unit (50) and a secondary brake control unit (60), a first energy source (210) for supplying electric energy to the primary brake control unit (50), and a second energy source (220) for supplying electric energy to the secondary brake control unit (60); At least first and second electromechanical front axle brake actuators (230a, 230b) and at least first and second electromechanical rear axle brake actuators (232a, 232b) that can be controlled by the primary brake control unit (50) and the secondary brake control unit (60) to implement a brake request; and The pneumatic trailer valve assembly (1) according to any one of claims 1 to 12, wherein: The trailer control valve (10) is connected to the primary brake control unit (50) and receives a trailer switching signal (S1, S2, S3) from the primary brake control unit, and the redundant valve unit (20) is connected to the secondary brake control unit (60) and receives a redundant switching signal (SR1, SR2) from the secondary brake control unit.

14. The electromechanical braking system (202) according to claim 13, wherein: The redundant valve unit (20) has a redundant valve unit housing and is installed in the brake system (202) as an independent module.

15. The electromechanical braking system (202) according to claim 13, wherein: The redundant valve unit (20) is integrated into the secondary brake control unit (60).

16. The electromechanical brake system (202) according to claim 13, comprising an air preparation unit (70), wherein: The redundant valve unit (20) is integrated into the air preparation unit (70).

17. A commercial vehicle (200) having a front axle (VA) and at least one rear axle (HA) and an electromechanical brake system (202) according to any one of claims 13 to 16.

18. A method for redundantly braking a trailer of a tractor-trailer combination, wherein: The tractor vehicle has an electromechanical brake system (202), preferably an electromechanical brake system according to any one of claims 13 to 16, and the trailer has a pneumatic brake system, wherein: In operation, a trailer switching signal (S1, S2, S3) is provided to the trailer control valve (10) by the main brake control unit (60), and the trailer control valve (10) controls the trailer brake pressure (pBA) at the trailer brake pressure interface (14) depending on the trailer switching signal (S1, S2, S3), and In the event of a fault in which the provision of trailer switching signals (S1, S2, S3) is partially or completely prevented, the redundant valve unit (20) controls a pneumatic redundant pressure (pR) to a redundant interface (16) of the trailer control valve (10), and the trailer control valve (10) controls a trailer brake pressure (pBA) at the trailer brake pressure interface (14) in a redundant manner dependent on the redundant pressure (pR).

19. The method according to claim 19, wherein: The redundant valve unit (20) receives redundant switching signals (SR1, SR2) from a secondary brake control unit (60) and regulates a redundant pressure (pR) depending on the redundant switching signals (SR1, SR2).

Images