Electromechanical brake system with redundant pneumatic actuation of trailer

Abstract

The invention relates to a trailer control module (1) for a brake system (202) of a traction vehicle having a trailer comprising a pneumatic brake system. The trailer control module (1) comprises at least one main electrical interface (10) for receiving a main electrical control signal (SS1) and an auxiliary electrical interface (12) for receiving an auxiliary electrical control signal (SS2), and a valve arrangement (4) which regulates the trailer brake pressure (pBA) as a function of the main and auxiliary electrical control signals (SS1, SS2). The valve arrangement (4) has a main pilot control unit (6) which receives a main control signal (SS1) and an auxiliary pilot control unit (8) which receives an auxiliary control signal (SS2), the main pilot control unit (6) having a main two-position three-way valve (16) as a main inlet / outlet valve and the auxiliary pilot control unit (8) having an auxiliary two-position three-way valve (18) as an auxiliary inlet / outlet valve. The invention also relates to an electromechanical brake system (202) and a commercial vehicle (200).

Description

Technical Field

[0001] The invention relates to a trailer control module for a brake system of a towing vehicle having a trailer comprising a pneumatic brake system. The invention also relates to an electromechanical brake system for a commercial vehicle and to a commercial vehicle. Background Art

[0002] The braking systems currently used for commercial vehicles are usually pneumatic braking systems that operate using compressed air. This applies not only to the tractor but also to the trailer, wherein one or more compressed air circuits are provided in the tractor, and the braking system of the tractor has a valve so as to provide compressed air to the pneumatically operated brake actuators on the wheels in a targeted manner, thereby causing the tractor to decelerate. The trailer for such commercial vehicles also includes a pneumatic braking system, but is supplied by an air preparation unit from the tractor. To achieve this purpose, both the tractor and the trailer have two pneumatic interfaces, namely, a "reserve" coupling and a "brake" coupling. The reserve pressure of the tractor is provided to the trailer vehicle through the "reserve" coupling and is used in the trailer to fill the trailer reserve provided for this purpose. Conversely, a control pressure is transmitted through the "brake" coupling, which indicates the brake pressure of the trailer.

[0003] As the degree of electrification in the automotive sector increases, the brake systems of traction vehicles are also becoming more electrified. For this reason, in recent years, more and more electromechanical brake systems have been developed and used, which no longer operate with compressed air in traction vehicles, but instead control electric brake actuators, and in which the deceleration of the traction vehicle is achieved by the electromechanical actuator.

[0004] Nevertheless, there is still a need to use an electric tractor vehicle to tow a trailer having a conventional pneumatic brake system and to actuate the pneumatic brake system of the trailer.

[0005] A trailer control valve for this purpose is known from EP 3 822 133 A1. The trailer control valve comprises at least two electrical interfaces, which receive two independent but redundant electrical control signals, which have signals for presetting the brake control pressure, the trailer control valve also has at least one valve, which adjusts the constant air pressure of the compressed air source to the presetting brake control pressure, the trailer control valve also has a brake reserve pressure interface, which is a pneumatic outlet and provides the pneumatic trailer brake system with the presetting brake reserve pressure, the trailer control valve also has a brake control pressure interface, which is a second pneumatic outlet and provides the pneumatic brake system of the trailer with the presetting brake control pressure, wherein the compressed air source is arranged inside the trailer control valve.

[0006] Furthermore, according to EP 3 822 134 B1, a trailer control module is also known, which is suitable for a motor vehicle brake system with a trailer, and includes 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 disclosure, the trailer control module includes at least two electrical interfaces, which receive two independent but redundant electrical control input signals, which include a signal for the preset brake control output pressure, the trailer control module includes at least one compressed air source input end, which receives compressed air from the compressed air source, the trailer control module includes at least one valve, which adjusts the constant air pressure of the compressed air source to the preset brake output pressure, the trailer control module also includes at least one brake supply pressure interface, which provides the brake supply output pressure to the pneumatic brake system of the trailer, and the trailer control module also includes at least one brake control pressure interface, which provides the 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 magnetic coil groups, wherein each group comprises at least one load valve and at least one discharge valve and constitutes a part of a control channel.

[0007] Although both solutions are effective, further improvements are still needed, especially with regard to installation space and the reduction of individual components. Summary of the invention

[0008] In a first aspect, the invention solves this task by means of the features of claim 1 in a trailer control module of a braking system of a towing vehicle having a trailer including a pneumatic braking system. According to the first aspect of the invention, such a trailer control module comprises at least one first main electrical interface for receiving a main electrical control signal and an auxiliary electrical interface for receiving an auxiliary electrical control signal. The main electrical control signal and the auxiliary electrical control signal are preferably redundant and independent of each other. They preferably include a signal for presetting the trailer brake pressure. In normal operating mode, preferably only the main electrical control signal is regulated. In the event that the main electrical control signal cannot be provided or cannot be provided correctly in the event of a fault, the trailer control module is preferably controlled based on the auxiliary electrical control signal.

[0009] Furthermore, according to the first aspect of the invention, the trailer control module preferably has at least one reserve interface for receiving a reserve pressure from a compressed air source, a trailer supply interface for providing a reserve pressure for a pneumatic brake system of the trailer, and a trailer brake pressure interface for providing a trailer brake pressure for the pneumatic brake system of the trailer. The trailer supply interface may also be referred to as a "reserve coupling" or "yellow coupling", and the trailer brake pressure interface may also be referred to as a "brake coupling" or "red coupling". The compressed air source connected to the reserve interface for receiving the reserve pressure is preferably the only compressed air source for the brake system, since the brake system is preferably designed as an electromechanical brake system.

[0010] Furthermore, according to the first aspect of the invention, the trailer control module has a valve arrangement, which receives the reserve pressure from the reserve interface and regulates the trailer brake pressure at the trailer brake pressure interface in dependence on the main electrical control signal and the auxiliary electrical control signal. The valve arrangement has a main pilot control unit that receives the main control signal and an auxiliary pilot control unit that receives the auxiliary control signal. The main pilot control unit has a main two-position three-way valve as the main inlet and outlet valve, and the auxiliary pilot control unit has an auxiliary two-position three-way valve as the auxiliary inlet and outlet valve.

[0011] The invention is based on the recognition that in an electromechanical brake system of a commercial vehicle with electromechanical brakes, a trailer control module which allows pneumatic control of the trailer can also be provided or should be provided. Since the electromechanical brake system does not have an additional compressed air reservoir, but only electrically controls the brake actuators on the wheels, the trailer control module for such a brake system can also be controlled purely electrically. To achieve this object, according to a first aspect of the invention, the trailer control module is designed so that it can receive and implement main and auxiliary electrical control signals.

[0012] Here, in contrast to the prior art, the separation between the load and discharge valves is eliminated and instead a trailer module is proposed which is provided with dedicated two-position three-way valves for the main electrical control signal and the auxiliary electrical control signal, which act as a combined inlet and outlet valve. In this way, the installation space can be reduced and a trailer control module which can process two separate but redundant electrical control signals can be applied with a smaller installation space in modern electromechanical brake systems. The compressed air source can be a compressed air container, a compressor and / or an electronic air preparation unit or another unit suitable for providing compressed air. It can be installed in the brake system adjacent to the trailer control module in order to reduce the number and length of the pneumatic lines in this way. In a special embodiment, it is also advantageous to integrate the air intake control module directly with the compressed air source.

[0013] The main electrical control signal and the auxiliary electrical control signal are preferably provided by two independent control units, which will be described in more detail below. It should be understood that according to the first aspect of the invention, the trailer control module is used in particular in an electromechanical brake system, in which case the reserve interface is preferably the only reserve interface, and the compressed air source is preferably connected only to the reserve interface and not to other consumers.

[0014] According to the first preferred embodiment, the main pilot control unit has a main holding valve, which is used to maintain the main control pressure regulated by the main two-position three-way valve. The auxiliary pilot control unit preferably has an auxiliary holding valve, which is used to maintain the auxiliary control pressure regulated by the auxiliary two-position three-way valve. The main two-position three-way valve and the auxiliary two-position three-way valve preferably have a first and a second switching position, respectively, wherein they are preferably in the discharge / exhaust position in the first switching position, and are preferably in the air supply or intake or load position in the second switching position. That is, in order to switch between the air supply position and the exhaust position, and thus in order to provide the working brake pressure for the trailer, the main two-position three-way valve and the auxiliary two-position three-way valve need to be switched back and forth between their switching positions respectively. In order to reduce the switching work here, the main holding valve and the auxiliary holding valve are provided, which can especially reduce the switching work of the main two-position three-way valve and the auxiliary two-position three-way valve when exhausting step by step. The main holding valve and the auxiliary holding valve are also preferably driven by the main control signal and the auxiliary control signal.

[0015] In a preferred improvement, the trailer control module has a main valve unit, which is connected to the reserve interface and receives the reserve pressure therefrom, is connected to the main pilot control unit and the auxiliary pilot control unit and receives the main control pressure and the auxiliary control pressure from them, and regulates the trailer brake pressure at the trailer brake pressure interface depending on the main control pressure and the auxiliary control pressure. According to this embodiment, the main valve unit is driven not only by the main pilot control unit but also by the auxiliary pilot control unit. Instead of providing two main valve units, for example a main main valve unit and an auxiliary main valve unit, a common main valve unit is provided for two pilot control units, which regulate the trailer brake pressure at the trailer brake pressure interface independently of whether the trailer brake pressure is required by the main control pressure or the auxiliary control pressure. This can also reduce components and thus reduce installation space.

[0016] Preferably, the main two-position three-way valve has a first two-position three-way valve interface connected or connectable to the reserve interface, a second two-position three-way valve interface connected or connectable to the exhaust end, and a third two-position three-way valve interface connected to the first control pressure line. In the first switching position of the main two-position three-way valve without current, the second two-position three-way valve interface is preferably connected to the third two-position three-way valve interface. In the second switching position of the main two-position three-way valve with power, the first two-position three-way valve interface is preferably connected to the third two-position three-way valve interface to regulate the main control pressure to the first control pressure line. In a similar manner, the auxiliary two-position three-way valve preferably has a fourth two-position three-way valve interface connected or connectable to the reserve interface, a fifth two-position three-way valve interface connected or connectable to the exhaust end, and a sixth two-position three-way valve interface connected to the second control pressure line. In the first switching position of the auxiliary two-position three-way valve without current, the fifth two-position three-way valve interface is preferably connected to the sixth two-position three-way valve interface. In the energized second switching position of the auxiliary 2 / 3-way valve, the fourth 2 / 3-way valve connection is connected to the sixth 2 / 3-way valve connection in order to control the auxiliary control pressure into the second control pressure line. Both the main 2 / 3-way valve and the auxiliary 2 / 3-way valve are preferably monostable and, according to the described embodiment, are preferably in the exhaust position when no current is supplied. In a special embodiment, it can also be provided that both the main 2 / 3-way valve and the auxiliary 2 / 3-way valve are bistable, in that they have two stable rest positions.

[0017] Preferably, the main valve unit has a relay valve having a first relay valve interface connected or connectable to the reserve interface, a second relay valve interface connected to the trailer brake pressure interface and regulating the trailer brake pressure, a third relay valve interface connected to the exhaust end, and at least one first relay valve control interface for receiving the main control pressure. Either the auxiliary control pressure can also be regulated at the first relay valve control interface, or the relay valve has a second relay valve control interface, which is used solely for the auxiliary control pressure. It is also possible that the main control pressure and the auxiliary control pressure are coupled to the first relay valve control interface via, for example, a selector valve.

[0018] In a further preferred embodiment, the trailer control module has a safety cut-off valve which is arranged pneumatically at least between the supply connection and the trailer supply connection. This safety cut-off valve is used to prevent a further control of the trailer brake pressure at the trailer supply connection when the red and / or yellow coupling is disconnected, in order to prevent the compressed air supply from running empty.

[0019] Preferably, the main switching signal is provided by a main electronic control unit and the auxiliary switching signal is provided by an auxiliary electronic control unit, wherein the main electronic control unit and the auxiliary electronic control unit are independent of each other and can at least partially replace each other in terms of function. The auxiliary electronic control unit is, for example, a control unit provided for an electronic redundancy level of the brake system. The auxiliary electronic control unit can also be designed to be integrated with the trailer control module in order to further save installation space.

[0020] Alternatively, it can also be provided that the trailer control module is designed to be integrated with the electronic air preparation unit of the brake system. This is particularly advantageous because the brake system as a whole is designed as an electromechanical brake system.

[0021] In a second aspect, the present invention solves the aforementioned task by an electromechanical brake system for a commercial vehicle according to claim 14. According to the second aspect of the present invention, the electromechanical brake system has a main electronic control unit and an auxiliary electronic control unit, a first energy source for supplying electrical energy to the main control unit, and a second energy source for supplying electrical energy to the auxiliary control unit. In this way, the main control unit and the auxiliary control unit are independent of each other. The electromechanical brake system has at least one first and second electromechanical front axle brake actuator and at least one first and second electromechanical rear axle brake actuator that can be driven by the main control unit and the auxiliary control unit to implement the braking requirement. It also has a trailer control module, which is designed according to one of the above-mentioned preferred embodiments of the trailer control module of the first aspect of the invention, wherein the main control unit is connected to the main electrical interface and provides a main switching signal to it. In addition, the auxiliary control unit is connected to the auxiliary electrical interface and provides an auxiliary switching signal to it.

[0022] It should be understood that the trailer control module 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, as they are specified in particular in the dependent claims. In this regard, reference is made in full to the above description of the first aspect of the invention.

[0023] Preferably, the trailer control module has a trailer control module housing and is installed in the brake system as an independent module. Alternatively, the trailer control module and the auxiliary control unit are integrated into one module. In a further alternative, the electromechanical brake system has an electronic air preparation unit, wherein the trailer control module and the electronic air preparation unit are integrated into one module.

[0024] In a third aspect, the invention achieves the aforementioned object by a commercial vehicle having the features of claim 18. The commercial vehicle has a front axle, at least one rear axle and an electromechanical brake system according to one of the preferred embodiments of the electromechanical brake system according to the second aspect of the invention. It is also understood that the electromechanical brake system according to the second aspect of the invention, the trailer control module according to the first aspect of the invention and the commercial vehicle according to the third aspect of the invention have identical and similar sub-aspects, as they are specified in particular in the dependent claims. In this regard, reference is made in full to the above description of the first and second aspects of the invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Now, the following will describe an embodiment of the present invention in conjunction with the accompanying drawings. These drawings do not necessarily show the implementation scheme in proportion, but the drawings used for explanation are implemented in a schematic and / or slightly distorted form. In terms of supplementing the teachings that can be directly seen from the drawings, reference is made to the relevant prior art. It should be noted here that various modifications and changes can be made to the form and details of the implementation scheme without departing from the overall idea of ​​the present invention. The features of the present invention disclosed in the specification and the drawings are essential to the improvement scheme of the present invention, whether alone or in any combination. In addition, all combinations consisting of at least two features disclosed in the specification and / or the drawings fall within the scope of the present invention. The overall idea of ​​the present invention is not limited to the precise form or details of the preferred implementation scheme shown and described below, or is not limited to the subject that is restricted compared to the several subjects claimed for protection. When explaining the size range, the values ​​within the limits described should also be disclosed as limit values ​​and can be used and protected at will. For simplicity, the same figure mark is used for consistent or similar parts or parts with consistent or similar functions.

[0026] 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:

[0027] Figure 1 A schematic diagram of a trailer control module is shown in the first embodiment;

[0028] Figure 2 A schematic diagram of a trailer control module is shown in the second embodiment;

[0029] Figure 3 A schematic diagram of a trailer control module is shown in the third embodiment;

[0030] Figure 4 A schematic diagram of an electromechanical brake system is shown in a first embodiment;

[0031] Figure 5 A schematic diagram showing an electromechanical brake system according to a second embodiment; and

[0032] Figure 6 A schematic diagram of an electromechanical brake system is shown using a third exemplary embodiment. DETAILED DESCRIPTION

[0033] Figure 1 First, a first embodiment of the trailer control module 1 according to the present invention is shown. It is shown here that the trailer control module 1 has its own trailer control module housing 1' and has a main electrical interface 10 and an auxiliary electrical interface 12 as electrical interfaces. In addition, the trailer control module 1 also has a pneumatic interface, that is, a pneumatic interface with a compressed air source 2 (see Figures 4 to 6 ), a trailer supply interface 21 connected to the “yellow coupling”, and a trailer brake pressure interface 22 connected to the “red coupling”. For exhaust, the trailer control module 1 also has an exhaust port 3.

[0034] The trailer control module 1 is used for an electromechanical brake system 202 of a commercial vehicle 200 (see Figures 4 to 6 ), and should be shown here in the example ( Figures 1 to 3 ) is purely electrically controlled. No pneumatic redundancy or the like is provided here, although this is conceivable in principle and may be preferred in some embodiments.

[0035] In order to implement the provision of the main electrical control signal SS1 at the main electrical interface 10 and the provision of the auxiliary electrical control signal SS2 at the auxiliary electrical interface 12, the trailer control module has a plurality of pneumatic or electropneumatic valves, which are collectively referred to as valve arrangement 4. Figure 1 ), the valve facility 4 includes a main pilot control unit 6 and an auxiliary pilot control unit 8. The main pilot control unit 6 is connected to the main electrical interface 10 and is driven based on the main electrical control signal SS1. The auxiliary pilot control unit 8 is connected to the auxiliary electrical interface 12 and is driven based on the auxiliary electrical control signal SS2. The main pilot control unit 6 is used to provide a main control pressure pS1, and the auxiliary pilot control unit 8 is used to provide an auxiliary control pressure pS2, which are dependent on the main electrical control signal and the auxiliary electrical control signal SS1, SS2 respectively.

[0036] The main pilot control unit 6 and the auxiliary pilot control unit 8 provide the main or auxiliary control pressure pS1, pS2 at the main valve unit 14, which has a relay valve 15 here. The main control pressure and the auxiliary control pressure pS1, pS2 are both provided at the relay valve 15, without providing a separate main valve unit for each pilot control unit 6, 8; instead, the present invention uses a common main valve unit 14 for the main pilot control unit and the auxiliary pilot control unit 6, 8. The main valve unit 14 then implements the main or auxiliary control pressure pS1, pS2 and, based on it, regulates the trailer brake pressure pBA at the trailer brake pressure connection 22.

[0037] More specifically, in Figure 1 In the illustrated embodiment, the main pilot control unit 6 has a main two-position three-way valve 16 as a combined inlet and outlet valve, and also has an optional main holding valve 26. The main two-position three-way valve has a first two-position three-way valve interface 16.1, which is connected to the reserve interface 11 and receives the reserve pressure. The main two-position three-way valve 16 has a second two-position three-way valve interface 16.2, which is connected to the exhaust end 3. The third two-position three-way valve interface 16.3 of the main two-position three-way valve 16 is connected to the first control pressure line 17, and the main control pressure pS1 is regulated therein. The main holding valve 16 is also installed in the first control pressure line 17, and the main holding valve is designed as a two-position two-way valve, in particular a monostable two-position two-way valve. The main holding valve is Figure 1 In the switching position shown (de-energized switching position), it is closed, whereas when energized it is open and can conduct the control main control pressure pS1 .

[0038] The auxiliary pilot control unit 8 is also constructed in a similar manner and has an auxiliary 2 / 3-way valve as a combined inlet and outlet valve and an optional auxiliary holding valve 28. The auxiliary 2 / 3-way valve has a fourth 2 / 3-way valve interface 18.1, which is connected to the reserve interface 11 and receives the reserve pressure. The auxiliary 2 / 3-way valve 18 has a fifth 2 / 3-way valve interface 18.2, which is connected to the exhaust end 3. The sixth 2 / 3-way valve interface 18.3 is connected to the second control pressure line 19, and the auxiliary control pressure pS2 is regulated therein. The auxiliary holding valve 28 is also installed in the second control pressure line 19, and the auxiliary holding valve is designed as a monostable 2 / 2-way valve. Figure 1 The first switching position shown is stable and current-free, while it can be switched to Figure 1 The second switching position (not shown) is open.

[0039] exist Figure 1In the embodiment shown, the first and second control pressure lines 17, 19 open into a common control pressure line 24 downstream of the main holding valve and the auxiliary holding valves 26, 28. The common control pressure line 24 is then connected to the first relay valve control connection 15.4 of the relay valve 15. In addition, the relay valve 15 also has a first relay valve connection 15.1, which is connected or connectable to the reserve connection 11 and receives the reserve pressure pV from it. The second relay valve connection 15.2 can also be understood as a working connection and is connected to the trailer brake pressure connection 22 in order to regulate the trailer brake pressure pBA thereon. The third relay valve connection 15.3 is connected to one or more exhaust ports 3. In a basically known manner, a disconnecting safety valve 30 is connected between the reserve connection 11 and the first relay valve connection 15.1, which is arranged and connected so that when the pressure on the trailer supply connection 21 or the trailer brake pressure connection 22 suddenly drops, the disconnecting safety valve falls into a throttling switching position to prevent the compressed air source 2 connected to the reserve connection 11 from running without load.

[0040] exist Figure 1 Also shown are a main pressure sensor 32 and an auxiliary pressure sensor 34, which each detect the regulated trailer brake pressure pBA. The main pressure sensor 32 provides a main pressure signal SD1, and the auxiliary pressure sensor 34 provides an auxiliary pressure signal SD2. Thus, the pressure sensors 32, 34 are redundant here.

[0041] The trailer control module housing 1' is only optional, and it should be understood that the valve device 4 can also be integrated into other functional units of the electromechanical brake system 202, which will be referred to in detail. Figures 4 to 6 Explain in more detail.

[0042] Figure 2 Now show Figure 1 A variant of the trailer control module, identical and similar components and Figure 1 The same reference numerals are used for the same reference numerals. Figure 1 The commonalities between the two embodiments will not be particularly emphasized.

[0043] The first difference is that the auxiliary 3 / 2-way valve 18 is designed as a bistable valve 20, which has two magnetic rest positions. This is shown by two electromagnets 20.1, 20.2, which can be driven here based on the auxiliary electrical control signal SS2. The bistable valve has two stable rest positions (that is, can be maintained without current), so that the bistable valve 20 has two stable rest positions. Figure 2 Shown and Figure 2The switching positions not shown can all be maintained without current. This design is particularly advantageous when a trailer (not shown) is braked and held in a parked state when the commercial vehicle 200 is parked. The bistable valve 20 can be maintained without current. Figure 2 In a switching position (not shown), the auxiliary control pressure pS2 is set permanently and also when there is no current, in order to request a trailer brake pressure pBA when there is no current.

[0044] Another difference, which is independent of the difference just described, is that no common control pressure line 24 is provided, but rather the first and second control pressure lines 17, 19 lead directly to the relay valve 15. There, the first control pressure line 17 is connected to the first relay valve control interface 15.4, while the second control pressure line 19 is connected to the second relay valve control interface 15.5. The first and second relay valve control interfaces 15.4, 15.5 can act on the same relay piston, preferably on the same relay surface, or separate control surfaces are provided for the first and second relay valve control interfaces 15.4, 15.5. The advantage of this arrangement is that the main holding valve and the auxiliary holding valve 26, 28 do not have to be forcibly closed in order to regulate a corresponding other control pressure. This makes it possible, for example Figure 2 As shown, the optional main holding valve and auxiliary holding valve 26, 28 are open when no current is applied, and they are closed only when power is applied. As a result, energy consumption can be reduced overall and switching processes can be saved.

[0045] Trailer control module 1, Figure 3 The third embodiment shown in is again based on the previous embodiment ( Figure 1 , Figure 2 ), the same and similar elements are again identified by the same reference numerals. Here, the differences from the first two first embodiments are particularly emphasized, without emphasizing the commonalities too much.

[0046] In the third embodiment ( Figure 3 ) and the first embodiment ( Figure 1 ) is mainly different from the arrangement of the main pilot control unit and the auxiliary pilot control unit 6, 8. Figure 1 and especially Figure 2 are arranged in the path of pneumatic separation, and they are Figure 3 In particular, the auxiliary 2 / 3-way valve 18 is arranged pneumatically downstream of the main 2 / 3-way valve 16, that is, the main 2 / 3-way valve 16 inputs the first control pressure pS1 into the first control line 17, but then first connects to the auxiliary 2 / 3-way valve 18, so that the auxiliary 2 / 3-way valve 18 needs to be switched to Figure 1, in order to be able to conduct the first control pressure pS1. In this way, a safety level can be taken into account and the main or auxiliary control pressures pS1, pS2 can be prevented from being added to the relay valve 15, but can only be regulated alternately. The main holding valve and the auxiliary holding valves 26, 28 are shown separately here as described above, but it can also be provided that they are integrated into a single valve, which can be driven by both the main electrical control signal and the auxiliary electrical control signal SS1, SS2.

[0047] Figure 4 An exemplary embodiment of an electromechanical brake system 202 of a commercial vehicle 200 is shown.

[0048] The electromechanical brake system 202 is provided for a commercial vehicle 200, which is designed as a two-axle commercial vehicle 200 and has a front axle VA and a rear axle HA. It should be understood that such a commercial vehicle 200 may also have a second rear axle and may be designed as a multi-axle vehicle as a whole. The electromechanical brake system 202 has a main operation level 204 and an auxiliary redundant level 206, which can take over the deceleration of the commercial vehicle 200 in the event that the main operation level 204 cannot operate or cannot operate correctly. The main operation level 204 is powered by a first energy source 210 and includes a main electronic control unit 100. The main electronic control unit 100 is connected to other units of the commercial vehicle 200 via a main vehicle bus 212, such as an autonomous driving unit 222, in order to receive and implement trajectories, braking requirements or maneuvers from the unit. In addition, the electromechanical brake system 202 also includes a brake value sensor 208, which can be designed as an electric brake pedal, for example. The brake value sensor 208 is connected to the main electronic control unit 100 in a basically known manner. The main electronic control unit 100 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 auxiliary redundancy level 206, the electromechanical brake system 202 includes an auxiliary electronic control unit 110, which can replace the main electronic control unit 100 at least partially in terms of function. The auxiliary electronic control unit 110 takes over the control of the electromechanical brake system 202 in the event that the main electronic control unit 100 is not functioning or not functioning correctly. The auxiliary electronic control unit 110 is also connected to the brake value sensor 208 and receives signals from other units, in particular the autonomous driving unit 222, via the auxiliary vehicle bus 214. The auxiliary electronic control unit 110 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 the case of redundancy. For this purpose, first and second electromechanical front axle brake actuators 230 a , 230 b and first and second electromechanical rear axle brake actuators 232 a , 232 b are connected to first and second energy sources 210 , 220 .

[0049] The electromechanical brake system 202 is designed for controlling a trailer (not shown). To achieve this purpose, the electromechanical brake system 202 comprises a trailer control module 1 which enables the control of a conventional trailer having a trailer brake system of purely pneumatic design.

[0050] The main electrical interface 10 of the trailer control module 1 is connected to the main electronic control unit 100 and receives the main electrical control signal SS1 therefrom. The auxiliary electrical interface 12 is connected to the auxiliary electronic control unit 110 and receives the auxiliary electrical control signal SS2 therefrom. That is, the trailer can be driven and controlled by the trailer control module 1 not only in the normal operation mode in which the electromechanical brake system 202 is controlled by the main electronic control unit 100, but also in the redundant operation mode in which the electromechanical brake system 202 is controlled by the auxiliary electronic control unit 110. Figure 4 In the figure, the compressed air source 2 is shown as a compressed air reservoir, which is to be connected to an air preparation unit (not shown here) or the like in order to be filled with compressed air accordingly.

[0051] Second embodiment of the electromechanical brake system 202 ( Figure 5 ) Based on the first embodiment ( Figure 4 ), the same and similar elements are again identified with the same reference numerals, and thus reference is made in its entirety to Figure 4 The following especially emphasizes the differences. An important difference in the second embodiment of the electromechanical brake system 202 is that the trailer control module 1 and the auxiliary electronic control unit 110 are integrated into one module. The integrated module 240 has a module housing 240', so that, for example, electrical lines (through which the auxiliary electronic control signal SS2 is provided by the auxiliary electronic control unit 110) extend only inside the integrated module 240. In this way, installation space can be saved and the overall footprint of the brake system 202 can be reduced.

[0052] A third embodiment of the electromechanical brake system 202 ( Figure 6 ) Based on the second embodiment ( Figure 5 ), wherein an electronic air preparation unit 130 is additionally provided here, which is additionally integrated into the integrated module 240. In this respect, the integrated module 240 no longer requires an external interface for the reserve pressure, unlike in Figure 5 The illustrated embodiment is for the case of a compressed air source 2. In contrast, the pneumatic lines and connections can extend purely inside the integrated module 240, thereby saving wiring and installation space. Figure 6 , the air preparation unit 130 , the trailer control module 1 and the auxiliary electronic control unit 110 are shown to be integrated into an integrated module 240 , however, it is also possible to provide an embodiment in which only the trailer control module 1 and the electronic air preparation unit 130 are integrated together.

[0053] Reference numerals (part of the specification)

[0054] 1 Trailer control module

[0055] 1' trailer control module housing

[0056] 2 Compressed air source

[0057] 3 Exhaust end

[0058] 4 Valve facilities

[0059] 6 Main pilot control unit

[0060] 8 Auxiliary pilot control unit

[0061] 10 Main power interface

[0062] 11 Reserve Interface

[0063] 12 Auxiliary electrical interface

[0064] 14 Main valve unit

[0065] 15 Relay valve

[0066] 15.1 First relay valve interface

[0067] 15.2 Second relay valve interface

[0068] 15.3 Third relay valve interface

[0069] 15.4 First relay valve control interface

[0070] 15.5 Second relay valve control interface

[0071] 16 Main 2 / 3-way valve

[0072] 16.1 1st 2nd 3-way valve interface

[0073] 16.2 Second 2 / 3-way valve interface

[0074] 16.3 Third 2-position 3-way valve interface

[0075] 17 First control pressure line

[0076] 18 Auxiliary 2 / 3-way valve

[0077] 18.1 Fourth 2-position 3-way valve interface

[0078] 18.2 Fifth 2-position 3-way valve interface

[0079] 18.3 Sixth 2-position 3-way valve interface

[0080] 19 Second control pressure line

[0081] 20 Bistable valve

[0082] 21 Trailer supply interface

[0083] 22 Trailer brake pressure connection

[0084] 24 Common control pressure line

[0085] 26 Main holding valve

[0086] 28 Auxiliary holding valve

[0087] 30 Breakaway safety valve

[0088] 32 Main pressure sensor

[0089] 34 Auxiliary pressure sensor

[0090] 100 Main electronic control unit

[0091] 110 Auxiliary electronic control unit

[0092] 130 Electronic air preparation unit

[0093] 200 Commercial vehicles

[0094] 202 Electromechanical brake system

[0095] 204 Main run level

[0096] 206 Auxiliary Redundancy Level

[0097] 208 Brake value sensor

[0098] 210 The First Energy Source

[0099] 212 Main vehicle bus

[0100] 214 Auxiliary vehicle bus

[0101] 220 Second Energy Source

[0102] 222 Autonomous Driving Unit

[0103] 230a, 230b First and second electromechanical front axle brake actuators

[0104] 232a, 232b First and second electromechanical rear axle brake actuators

[0105] 240 Integration Module

[0106] 240' module housing

[0107] HA rear axle

[0108] pBA trailer brake pressure

[0109] pS1 Main control pressure

[0110] pS2 Auxiliary control pressure

[0111] pV Reserve pressure

[0112] SD1 Main pressure signal

[0113] SD2 Auxiliary pressure signal

[0114] SS1 Main power control signal

[0115] SS2 Auxiliary electrical control signal

[0116] VA front axle

Claims

1. A trailer control module (1) for a braking system (202) of a towing vehicle having a trailer including a pneumatic braking system, the trailer control module (1) comprising: at least one main electrical interface (10) for receiving a main electrical control signal (SS1) and an auxiliary electrical interface (12) for receiving an auxiliary electrical control signal (SS2), A reserve connection (11) for receiving a reserve pressure (pV) from a compressed air source, a trailer supply connection (21) for providing a reserve pressure (pV) for the pneumatic brake system of the trailer, a trailer brake pressure interface (22) for providing a trailer brake pressure (pBA) to a pneumatic brake system of the trailer, and a valve arrangement (4) which receives the reserve pressure (pV) from the reserve connection (11) and controls the trailer brake pressure (pBA) at the trailer brake pressure connection (22) as a function of a main electrical control signal and an auxiliary electrical control signal (SS1, SS2), It is characterized in that The valve facility (4) comprises a main pilot control unit (6) receiving the main control signal (SS1) and an auxiliary pilot control unit (8) receiving the auxiliary control signal (SS2), wherein the main pilot control unit (6) comprises a main two-position three-way valve (16) as a main inlet and outlet valve, and the auxiliary pilot control unit (8) comprises an auxiliary two-position three-way valve (18) as an auxiliary inlet and outlet valve.

2. The trailer control module according to claim 1, wherein: The main pilot control unit (6) has a main holding valve (26) for holding a main control pressure (pS1) regulated by the main 3 / 2-way valve (16).

3. The trailer control module according to claim 1 or 2, wherein: The auxiliary pilot control unit (8) has an auxiliary holding valve (28), which is used to maintain the auxiliary control pressure (pS2) regulated by the auxiliary 3 / 2-way valve (18).

4. A trailer control module according to any one of the preceding claims, the trailer control module having a main valve unit (14), the main valve unit being connected to the reserve interface (11) and receiving a reserve pressure (pV) from the reserve interface, and the main valve unit being connected to the main pilot control unit (6) and to the auxiliary pilot control unit (8) and receiving a main control pressure (pS1) and an auxiliary control pressure (pS2) from the main pilot control unit and the auxiliary pilot control unit, and regulating a trailer brake pressure (pBA) at a trailer brake pressure interface (22) depending on the main control pressure (pS1) and the auxiliary control pressure (pS2).

5. A trailer control module according to any one of the preceding claims, wherein: The main two-position three-way valve (16) has a first two-position three-way valve interface (16.1) connected or connectable to the reserve interface (11), a second two-position three-way valve interface (16.2) connected or connectable to the exhaust end (3), and a third two-position three-way valve interface (16.3) connected to the first control pressure line (17), wherein, in a first switching position of the main two-position three-way valve (16) without current, the second two-position three-way valve interface (16.2) is connected to the third two-position three-way valve interface (16.3), and in a second switching position of the main two-position three-way valve (16) with current, the first two-position three-way valve interface (16.1) is connected to the third two-position three-way valve interface (16.3) for regulating the main control pressure (pS1) into the first control pressure line (17).

6. A trailer control module according to any one of the preceding claims, wherein: The auxiliary two-position three-way valve (18) has a fourth two-position three-way valve interface (18.1) connected or connectable to the reserve interface (11), a fifth two-position three-way valve interface (18.2) connected or connectable to the exhaust end (3), and a sixth two-position three-way valve interface (18.3) connected to the second control pressure line (19), wherein, in a first switching position of the auxiliary two-position three-way valve (18) without current, the fifth two-position three-way valve interface (18.2) is connected to the sixth two-position three-way valve interface (18.3), and in a second switching position of the auxiliary two-position three-way valve (18) with power supplied, the fourth two-position three-way valve interface (18.1) is connected to the sixth two-position three-way valve interface (18.3) for regulating the auxiliary control pressure (pS2) to the second control pressure line (19).

7. The trailer control module according to claim 4, wherein: The main valve unit (14) has a relay valve (15), which has a first relay valve interface (15.1) connected or connectable to the reserve interface (11), a second relay valve interface (15.2) connected to the trailer brake pressure interface (22) and regulating the trailer brake pressure (pBA), a third relay valve interface (15.3) connected to the exhaust end (3) and at least one first relay valve control interface (15.4) for receiving a main control pressure (pS1).

8. The trailer control module according to claim 7, wherein: The auxiliary control pressure (pS2) can also be adjusted at the first relay valve control connection (15.4), or The relay valve (15) has a second relay valve control port (15.5) for receiving the auxiliary control pressure (pS2).

9. A trailer control module according to any one of the preceding claims, wherein: The main 2 / 3-way valve (16) and / or the auxiliary 2 / 3-way valve (18) are designed as bistable valves (20). 10 . The trailer control module according to claim 1 , comprising a safety cut-off valve ( 30 ) which is arranged pneumatically at least between the supply connection ( 11 ) and the trailer supply connection ( 21 ).

11. A trailer control module according to any one of the preceding claims, wherein: The main switching signal (SS1) is provided by a main electronic control unit (100), and the auxiliary switching signal (SS2) is provided by an auxiliary electronic control unit (110), wherein the main electronic control unit and the auxiliary electronic control unit (100, 110) are independent of each other and can at least partially replace each other in terms of function.

12. The trailer control module according to claim 11, wherein: The auxiliary electronic control unit (110) is designed to be integrated with the trailer control module (1).

13. A trailer control module according to any one of the preceding claims, wherein: The trailer control module (1) is designed to be integrated with an electronic air preparation unit (130) of the brake system (202).

14. An electromechanical brake system (202) for a commercial vehicle, the brake system comprising: a main electronic control unit (100) and an auxiliary electronic control unit (110), a first energy source (210) for supplying electrical energy to the main control unit (100), and a second energy source (220) for supplying electrical energy to the auxiliary control unit (110); at least one first and second electromechanical front axle brake actuator (230a, 230b) and at least one first and second electromechanical rear axle brake actuator (232a, 232b) that can be driven by the main control unit (100) and the auxiliary control unit (110) to implement a braking request; and The trailer control module (1) according to any one of the preceding claims, wherein: The main control unit (100) is connected to a main electrical interface (10) and provides a main switching signal (SS1) to the main electrical interface, and the auxiliary control unit (110) is connected to an auxiliary electrical interface (12) and provides an auxiliary switching signal (SS2) to the auxiliary electrical interface.

15. The electromechanical brake system (202) according to claim 14, wherein: The trailer control module (1) has a trailer control module housing (1') and is installed in the brake system (202) as an independent module.

16. The electromechanical brake system (202) according to claim 14, wherein: The trailer control module (1) and the auxiliary control unit (110) are integrated into one module.

17. The electromechanical brake system (202) according to claim 14 or 16, comprising an electronic air preparation unit (130), wherein: The trailer control module (1) and the electronic air preparation unit (130) are integrated into one module.

18. 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 14 to 17.

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