Electro-pneumatic structural unit and electro-pneumatic brake device with dual redundancy and brake slip adjustment

Abstract

The invention relates to an electro-pneumatic structural unit (GSAT) which is at least designed and designed for operating an electro-pneumatic service brake (EBS) of an electro-pneumatic brake device (1) of a motor vehicle designed for towing a trailer, if normal operation of the electro-pneumatic service brake (EBS) cannot be achieved. If yes, the electro-pneumatic service brake device (1) is controlled in at least two redundancies for the electro-pneumatic service brake device (EBS), i.e., a first redundancy and a second redundancy.

Description

Field of the Invention

[0001] The present invention relates to an electro-pneumatic structural unit according to claim 1, an electro-pneumatic braking device according to claim 11, and a motor vehicle according to claim 26. Background Art

[0002] In "manual driving", the driver operates the motor vehicle with respect to longitudinal and lateral guidance of the motor vehicle. Even if the longitudinal and lateral guidance can be supported or partially taken over by driver assistance systems, the driver remains responsible for the motor vehicle and for monitoring all important operating functions.

[0003] In the framework of the operating mode "partially automated driving", driver assistance systems are known, which, for example, warn the driver of a collision and, if necessary, also attempt to avoid the collision by intervention. Examples of such driver assistance systems are emergency braking assistance, lane keeping assistance, blind spot assistance, parking assistance, and the so-called adaptive cruise control (ACC) especially for highway driving.

[0004] In the case of "highly automated driving", the responsibility is at least temporarily transferred to the control technology. Then, the system for vehicle guidance is designed such that it can completely take over the guidance of the vehicle at least for a defined period of time and, for example, in a limited environment (e.g., on a highway). Thus, the driver is no longer responsible for monitoring the control functions. However, since critical situations (e.g., failure of the sensing device, chaotic traffic conditions, etc.) can still always occur, the system can also hand over the guidance responsibility back to the driver. To be able to achieve this, it is necessary to ensure that the driver can take over the guidance of the motor vehicle again within a time window of a few seconds. That is, the operating mode "highly automated driving" is characterized in that the driver does not have to continuously monitor the guidance of the motor vehicle at least for a defined period of time and in certain situations. However, the driver must remain able to take over the guidance of the motor vehicle again at an appropriate time. The operating mode "highly automated driving" can also be distinguished from the operating modes "manual driving" and "partially automated driving" in that the vehicle automatically drives through the driving section entered via the navigation system in the operating mode "highly automated driving", wherein the vehicle is automatically accelerated, braked, and steered by an electronic system.

[0005] That is, highly automated driving (HAD) is premised on understanding the vehicle's environment. To this end, the environment is scanned or recorded with the aid of one or more sensors (such as radar, lidar, cameras, ultrasonic sensors, or similar sensors known from the prior art). Then, with the aid of sensor measurements and signal processing methods also known in the prior art, the occupancy of the environment by objects is identified. This occupancy indicates that the environment cannot be driven through by the vehicle in certain sections and thus indicates the position of the object. Additionally, the type or category of the object can be identified, i.e., whether it is a pedestrian, a vehicle, a lane boundary, a traffic signal, etc. An environmental model is created with the identified occupancy and object type, which provides information or data on the occupancy of the environment by objects, in particular the sections of the environment occupied by objects and the type of object.

[0006] According to the definition of SAE (Society of Automotive Engineers) J3016, the degree of automation during driving is summarized into 5 levels. The term "system" here represents a driver assistance system, a combination of individual driver assistance systems, or a fully autonomous drive system, braking system, and steering system. The degree of automation becomes increasingly comprehensive, starting from a system that notifies or warns the driver (Level 0), to a system that only takes over the longitudinal or lateral guidance of the vehicle, where the driver is always responsible for observing the surrounding environment or as a backup solution (Level 1). The Level 2 system provides more comprehensive automation, which has taken over the longitudinal or lateral guidance of the vehicle, and the observation of the surrounding environment and the backup level still remain with the driver (Level 2). The Level 3 system automatically guides the vehicle without the driver having to observe the surrounding environment, but still serves as a backup level. In Level 4, the system is fully responsible for vehicle guidance and needs to provide a corresponding system-induced backup solution in case of failure. The difference between Level 5 and Level 4 is only that the automated vehicle guidance must work properly under any conditions, while in Level 4 this is limited to the selected conditions.

[0007] A motor vehicle with highly automated driving functions relieves the driver of the guidance task and guidance responsibility at least for a limited time. In case of any failure, the motor vehicle with highly automated driving functions needs to always continue the vehicle guidance until the driver resumes responsibility. The resulting systematic "fail-safe" requirement still ensures the basic functions (such as braking and steering), in the best case without functional limitations. For example, this means that in case of any failure, it is necessary to still be able to electronically control, brake, and steer the vehicle at least within a certain framework.

[0008] In DE 10 2013 020 177 A1, a sensor system, a main control unit, and an alternative control unit are provided for at least partially autonomously operating a motor vehicle. In the standard operating state, the main control unit takes over the control of the sensor system, and in the event of a failure of the main control unit, the alternative control unit takes over the control of the sensor system. Summary of the Invention

[0009] The object of the present invention is to provide an electro-pneumatic structural unit, an electro-pneumatic braking device, and a motor vehicle, in which a high level of safety of the braking function is ensured.

[0010] This object is solved by the device described in claims 1, 11, and 26.

[0011] Advantageous configurations and refinements of the present invention result from the dependent claims.

[0012] According to a first aspect, the present invention discloses an electro-pneumatic structural unit, which is at least configured and designed such that, if the normal operation of the electro-pneumatic service braking device of an electro-pneumatic braking device of a motor vehicle configured to tow a trailer cannot be achieved, in which the main service braking pressure is generated by the electro-pneumatic service braking device during the normal operation, the electro-pneumatic braking device is controlled in at least two redundancies for the electro-pneumatic service braking device, namely a first (electrical) redundancy and a second (electrical) redundancy, wherein the electro-pneumatic structural unit at least comprises the following:

[0013] a) A first electrical structural unit input attachment end for controlling the input electrical service braking request signal,

[0014] b) At least one first pneumatic structural unit output attachment end for controlling the output of the pneumatic redundancy service braking pressure to at least one pneumatic service brake cylinder,

[0015] c) At least one second pneumatic structural unit output attachment end for controlling the output of the pneumatic braking pressure to at least one pneumatic spring energy storage brake cylinder,

[0016] d) An electronic controller, which is at least controlled by the input electrical service braking request signal controlled at the first electrical structural unit input attachment end,

[0017] e) A first structural unit device controlled by the electronic controller, the first structural unit device including at least one solenoid valve, and the first structural unit device being at least attached to the first pneumatic structural unit output attachment end,

[0018] f) A second structural unit device controlled by an electronic controller, the second structural unit device including at least one solenoid valve, and the second structural unit device being attached to a second pneumatic structural unit output attachment end, wherein,

[0019] g) The electronic controller is configured for:

[0020] g1) In a first redundancy framework, if the normal operation of the electro-pneumatic vehicle braking device cannot be achieved, controlling the first structural unit device according to an electrical vehicle braking request signal input for control at a first electrical structural unit input attachment end, such that a redundant vehicle braking pressure is controlled and output at a first structural unit output attachment end in order to press at least one vehicle brake cylinder, and

[0021] g2) In a second redundancy framework, if the normal operation of the electro-pneumatic vehicle braking device cannot be achieved and the first redundancy also fails, controlling the second structural unit device according to an electrical vehicle braking request signal input for control at a first electrical structural unit input attachment end, such that a pneumatic braking pressure is controlled and output at a second structural unit output attachment end in order to press at least one spring energy storage brake cylinder.

[0022] An electro-pneumatic structural unit should be understood as a structural unit having electrical / electronic and pneumatic components, wherein the structural unit has its own housing or also has a plurality of housings flange-connected to each other, and the electrical / electronic and pneumatic components of the electro-pneumatic structural unit are arranged in the housing or in the plurality of housings.

[0023] A structural unit device is an integral part of an electro-pneumatic structural unit and can include electrical / electronic and / or pneumatic components, such as solenoid valves, pneumatic valves, regulating valves, relay valves, and pneumatic connections and / or electrical connections. For example, one or more determined functions are assigned to the structural unit device, such as a compressed air preparation function, a parking brake function, a vehicle braking function, or a trailer control function.

[0024] The "normal operation" of an electro-pneumatic vehicle braking device should be understood as that the electro-pneumatic vehicle braking device generates a main vehicle braking pressure corresponding to a braking request electrical signal. Here, the braking request electrical signal represents a target main vehicle braking pressure.

[0025] Preferably, the electro-pneumatic vehicle braking device is an EBS, i.e., an electronically regulated braking system, in which the actual vehicle braking pressure is adjusted to a target braking pressure.

[0026] In particular, the electro-pneumatic structural unit is provided and configured to perform at least in normal operation a parking brake function, which includes actuating and releasing the parking brake or at least one spring energy storage brake cylinder and optionally includes at least one further parking brake function, such as a test function, which consists in whether a vehicle combination composed of a motor vehicle and a coupled trailer can be held stationary by a spring energy storage brake cylinder actuated only in the motor vehicle. Thus, the pneumatic brake pressure can in particular be a pneumatic parking brake pressure.

[0027] On the other hand, according to another aspect of the invention, in an electro-pneumatic braking device, in addition to the electro-pneumatic service brake device, there is provided an electro-pneumatic structural unit which provides control of the electro-pneumatic braking device in first and second redundant frameworks. Thus, preferably, all control functions for the first and second redundancy of the electro-pneumatic braking device are combined in the electro-pneumatic structural unit. Then, advantageously, for example, the electro-pneumatic structural unit can form a retrofit component for an existing electro-pneumatic braking device in order to provide the first and second redundancy. Additionally, by integrating different components and systems in one structural unit, the cabling and its contact points are eliminated.

[0028] It is also important that, compared to normal operation, the vehicle can be operated at an undiminished high speed not only in the first redundancy but also in the second redundancy, because preferably, at least the ABS regulation is retained in the first and second redundancy. Additionally, in the first redundancy and optionally also in the second redundancy, further regulations can also be retained, such as a driving dynamics regulation system (ESP) and / or a drive slip regulation.

[0029] In the framework of the first redundancy, if the normal operation of the electro-pneumatic service brake device cannot be achieved, the electro-pneumatic structural unit generates a redundant service brake pressure as an alternative to the main service brake pressure in order to actuate at least one service brake cylinder in response to a service brake request signal when a service brake is requested.

[0030] In the framework of the second redundancy, if not only the normal operation of the electro-pneumatic service brake device cannot be achieved but also the first redundancy fails, i.e., if the redundant service brake pressure can no longer be generated either, the electro-pneumatic structural unit controls the output of a pneumatic brake pressure in order to actuate at least one spring energy storage brake cylinder in response to a service brake request signal (in a metered manner) when a service brake is requested. Thus, in the second redundancy, instead of by means of at least one service brake cylinder, the requested service brake is performed by means of at least one spring energy storage brake cylinder.

[0031] The first redundancy and the second redundancy form two electrical redundancies, since the first redundancy and the second redundancy are respectively controlled by the electronic controller of the electro-pneumatic structural unit.

[0032] Preferably, the (one or more) parking brake functions (at least the clamping / release of the parking brake), which are preferably implemented in the electronic controller of the electro-pneumatic structural unit, should also be provided in the first and second redundancies. For this purpose, the electronic controller of the electro-pneumatic structural unit is constructed in a corresponding manner.

[0033] Thus, advantageously, the parking brake control integrated into the electronic controller of the electro-pneumatic structural unit provides a dual function in such a way that, on the one hand, the parking brake control preferably provides the (one or more) parking brake functions (at least the clamping / release of the parking brake) in normal operation and preferably also in the first redundancy and in the second redundancy, and on the other hand, in the second redundancy, the service brake is also achieved by clamping the spring energy storage brake cylinder in a metered manner, in particular, in response to a service brake request signal. Depending on the magnitude of the pneumatic brake pressure, especially the pneumatic parking brake pressure, output by the electro-pneumatic structural unit, the spring energy storage brake cylinder can be clamped gradually, stepwise or steplessly (in a metered manner), which improves the comfort and safety of the service brake in the second redundancy, since the spring energy storage brake cylinder is not then clamped suddenly, for example, with a constant or maximum parking brake force.

[0034] Therefore, preferably, the (one or more) parking brake functions and the redundant service brake control functions for a motor vehicle and especially for a trailer are implemented in an integrated electronic controller. Additionally, other functions, such as compressed air preparation functions and trailer brake control functions, can also be implemented there. The integrated electronic controller can have partitions on at least one control circuit board, where each partition implements its own control function (parking brake function, service brake function, compressed air preparation function, trailer brake control function).

[0035] For the reasons mentioned above, a higher safety for the braking function of a motor vehicle is achieved by means of the electro-pneumatic structural unit according to the first aspect of the invention.

[0036] According to an expansion scheme, the electro-pneumatic structural unit includes at least one second electrical structural unit input attachment end for controlling an input electrical parking brake request signal, wherein the electronic controller is configured to, within the framework of the parking brake function, control the second structural unit device according to the electrical parking brake request signal controlled and input on the second electrical structural unit input attachment end, so as to control the output pneumatic parking brake pressure on the second structural unit output attachment end.

[0037] In order to also provide a driving dynamics regulation function, such as ABS, in the first redundancy and the second redundancy, the electro-pneumatic structural unit can include at least one third electrical structural unit input attachment end, which is configured to control the input of at least one electrical signal into the integrated electronic controller, and the electrical signal is at least one of the following electrical signals: a signal related to the wheel speed, which represents the wheel speed of at least one wheel of the motor vehicle and / or the trailer, and / or a signal related to the rotational speed, which represents the rotational speed of the motor vehicle and / or the trailer, and / or a signal related to the steering angle, which represents the steering angle of the motor vehicle or the steering wheel angle, and / or a signal related to the longitudinal acceleration or the lateral acceleration, which represents the longitudinal acceleration and / or the lateral acceleration of the motor vehicle and / or the trailer.

[0038] Alternatively or additionally, the electrical signal can also be the following signal: the signal represents the speed of the motor vehicle, and for example comes from another electronic controller of the motor vehicle, and is transmitted to the electro-pneumatic structural unit by the other electronic controller via a data bus, for example. Therefore, the following signal can be considered as an electrical signal that the electro-pneumatic structural unit can receive and process: the electrical signal affects the driving dynamics and / or the driving stability of the motor vehicle and / or the trailer.

[0039] Therefore, the electro-pneumatic structural unit can be set up and configured to process at least some of the electrical signals, especially in the sense of driving dynamics regulation and / or driving stability regulation. For example, with the help of the above electrical signals, it is possible to achieve driving stability regulation (ESP) in the first redundancy and optionally also in the second redundancy.

[0040] In particular, the wheel speed signals of multiple wheels of the towing vehicle, especially all wheels, are controlled and input into the integrated electronic controller so that the ABS braking slip ratio regulation can be achieved in the first redundancy and especially also in the second redundancy according to the wheel speed signals.

[0041] Therefore, it can be achieved that the electronic controller integrated in the electro-pneumatic structural unit implements driving dynamics regulation according to at least one of the above electrical signals. The electronic controller is connected to the third electrical structural unit input attachment end. The driving dynamics regulation is especially the ABS function and / or the driving stability regulation (ESP), and then the ABS function and / or the driving stability regulation are implemented in the integrated electronic controller, for example.

[0042] For example, an electro-pneumatic structural unit may have at least one first electrical structural unit output attachment end for at least one ABS pressure control valve. As described above, the ABS regulation may be implemented in particular in an integrated electronic controller, which is configured to control and output an electrical control signal, in particular an ABS control signal, for the ABS pressure control valve to the first electrical structural unit output attachment end at least according to an electrical signal of a control input on a third electrical structural unit input attachment end.

[0043] Preferably, the electro-pneumatic structural unit is attached to a CAN data bus and exchanges signals and data with other controllers, such as a central brake controller, via the CAN data bus, especially with regard to the functional monitoring of the central brake controller. For the data bus function, the electro-pneumatic structural unit may have a data bus interface. In particular, some or all of the electrical structural unit input attachment ends may also be combined in a common CAN attachment end of the electro-pneumatic structural unit.

[0044] According to an expansion scheme, the integrated electronic controller is configured to implement at least one of the following regulations in a first redundant framework and / or in a second redundant framework:

[0045] - ABS regulation, and / or

[0046] - ASR regulation, and / or

[0047] - ESP regulation.

[0048] For example, at least one ABS pressure control valve may reduce, maintain or increase a redundant service brake pressure controlled and output by the electro-pneumatic structural unit and / or a parking brake pressure controlled and output by the electro-pneumatic structural unit in the second redundancy, so as to adapt an actual braking slip ratio detected by wheel speed to a target braking slip ratio.

[0049] Therefore, in the first redundancy and the second redundancy, a functional loss or degradation in terms of the driving dynamics regulation function is avoided, which also contributes to a higher functional safety.

[0050] According to a preferred expansion solution, the electro-pneumatic structural unit may additionally include a third structural unit device and at least one third pneumatic structural unit output attachment end. The third structural unit device has at least one solenoid valve, and the third pneumatic structural unit output attachment end is attached to the third structural unit device. Here, the integrated electronic controller may be configured to control the third structural unit device according to the electric vehicle braking request signal, so that at least one pneumatic trailer braking pressure for a trailer of the motor vehicle is generated at the third pneumatic structural unit output attachment end. In particular, the "brake" coupling head for the trailer may be attached to the third pneumatic structural unit output attachment end. Then, the trailer control function is implemented in the integrated electronic controller. In particular, then, the trailer brakes can be controlled by means of the electro-pneumatic structural unit, especially in the first and second redundancies.

[0051] Additionally preferably, the electro-pneumatic structural unit further includes a fourth structural unit device, which has a solenoid valve, and the fourth structural unit device constitutes an integrated electro-pneumatic compressed air preparation device. Then, the integrated electronic controller is configured to implement a known compressed air preparation function by controlling the fourth structural unit device. Then, the fourth structural unit device may in particular include a pressure regulator, an air dryer, and a multi-circuit protection valve. Preferably, the electro-pneumatic structural unit has a pneumatic structural unit attachment end, especially a compressor attachment end, which is arranged to be attached to the compressed air output end of the compressor.

[0052] Then, the fourth structural unit device integrated in the electro-pneumatic structural unit supplies compressed air to at least one compressed air reservoir, and for this purpose has at least one structural unit reservoir attachment end, and the involved compressed air reservoir is attached to this structural unit reservoir attachment end.

[0053] Here, for example, the electro-pneumatic braking device is implemented at least in a dual-circuit manner, wherein the first reserve pressure of the first compressed air reservoir supplies compressed air to the first circuit (for example, the front axle service braking circuit or the rear axle service braking circuit), and the second reserve pressure of the second compressed air reservoir supplies compressed air to the second circuit. Then, compressed air can be supplied to the trailer braking circuit by the first circuit or the second circuit or by a separate trailer compressed air reservoir.

[0054] According to another aspect of the present invention, an electro-pneumatic braking device for a motor vehicle suitable for coupling a trailer is disclosed. The electro-pneumatic braking device at least includes the following:

[0055] a) the above-mentioned electro-pneumatic structural unit,

[0056] b) An electro-pneumatic service brake device (EBS), said electro-pneumatic service brake device comprising at least:

[0057] b1) A main service brake controller,

[0058] b2) At least one electro-pneumatic pressure regulating module, said electro-pneumatic pressure regulating module being electrically controlled by the main service brake controller, and

[0059] b3) At least one service brake cylinder, said service brake cylinder being attached to the pneumatic pressure regulating module output attachment end of the pressure regulating module, wherein,

[0060] The main service brake controller electrically controls the pressure regulating module according to an electrical service brake request signal so as to control the output of the main service brake pressure at the pressure regulating module output attachment end.

[0061] Such an electro-pneumatic pressure regulating module is known from the prior art and comprises an integrated local controller which controls an intake / exhaust solenoid valve combination attached to a compressed air reservoir according to a brake request input to the local controller for control. Then, a control pressure generated by the intake / exhaust solenoid valve combination based on the reserve pressure from the compressed air reservoir controls a relay valve also attached to the compressed air reservoir on the reservoir side. Then, this relay valve modulates a brake pressure for the attached service brake cylinder from the control pressure. An integrated pressure sensor measures the actual brake pressure and sends this actual brake pressure to the integrated controller, which then adapts the actual brake pressure to a target brake pressure in the sense of brake pressure regulation, the target brake pressure corresponding to the brake request. Additionally, in such a pressure regulating module, a standby valve is also integrated as a solenoid valve, which closes when energized and prevents a standby pressure acting on a standby attachment end from being conducted to the relay valve, this standby pressure especially coming from a pneumatic passage of a foot brake valve. On the contrary, the standby valve opens when de-energized, which de-energization can be based on a defect in the local controller, in the power supply device and / or in the manipulation by the brake request signal, and then this standby valve conducts the standby pressure to the relay valve, which then modulates the service brake pressure according to the standby pressure. Then, a pure pneumatic redundancy is achieved through the standby pressure, but this pure pneumatic redundancy should only be optional here. The pressure regulating module can be constructed in a single-channel manner, i.e., constructed for regulating the brake pressure on one wheel or one axle, and can also be constructed in a multi-channel manner, i.e., constructed for regulating the brake pressure on multiple wheels on, for example, one axle.

[0062] The electro-pneumatic braking device can also have an electro-pneumatic parking braking device, which includes a pneumatic spring energy storage brake cylinder, an electro-mechanical parking brake operating device, an integrated electronic controller, and a second structural unit device. The spring energy storage brake cylinder is attached to the output attachment end of the second pneumatic structural unit. The integrated electronic controller controls the second structural unit device according to the electro-pneumatic parking brake request signal generated by the electro-mechanical parking brake operating device and input to the input attachment end of the second electrical structural unit, so as to control and output the pneumatic braking pressure, especially the pneumatic parking brake pressure, to at least one pneumatic spring energy storage brake cylinder at the output attachment end of the second pneumatic structural unit.

[0063] In addition, in the electro-pneumatic braking device, a pneumatic pressure line can be laid between the pressure regulation module standby attachment end of the pressure regulation module and the output attachment end of the first pneumatic structural unit.

[0064] In addition, the electro-pneumatic braking device can have at least one of the following sensors: at least one wheel speed sensor configured and set up to generate a signal related to the wheel speed, and / or at least one rotational speed sensor configured and set up to generate a signal related to the rotational speed, and / or at least one steering angle sensor configured and set up to generate a signal related to the steering angle, and / or at least one acceleration sensor configured and set up to generate a signal related to the longitudinal acceleration and / or lateral acceleration.

[0065] In the electro-pneumatic braking device, the electro-pneumatic structural unit can also be configured and set up to directly receive and process the signals of at least one sensor at the input attachment end of the third electrical structural unit. At least one wheel speed sensor is attached to the input attachment end of the third electrical structural unit of the electro-pneumatic structural unit, and / or at least one rotational speed sensor is attached to the input attachment end of the third electrical structural unit of the electro-pneumatic structural unit, and / or at least one steering angle sensor is attached to the input attachment end of the third electrical structural unit of the electro-pneumatic structural unit, and / or at least one acceleration sensor is attached to the input attachment end of the third electrical structural unit of the electro-pneumatic structural unit (GSAT).

[0066] Alternatively, in the electro-pneumatic braking device, the electro-pneumatic structural unit can be configured and set up to process and indirectly receive, especially via a data bus, the signals of at least one sensor from another electronic controller of the motor vehicle. The electro-pneumatic structural unit and the other electronic controller are attached to the data bus.

[0067] In an electro-pneumatic braking device, a pneumatic pressure line can also be provided between the output attachment end of the first pneumatic structural unit and the "brake" connection head.

[0068] Furthermore, the electro-pneumatic braking device includes at least one first ABS pressure control valve, which is arranged between the output attachment end of the pressure regulation module of the pressure regulation module and the pneumatic service brake cylinder.

[0069] During normal operation, the main service brake controller can control the first ABS pressure control valve according to an electrical signal, such that the first ABS pressure control valve adapts the main service brake pressure controlled and output at the output attachment end of the pressure regulation module in the sense of brake slip rate regulation, and in the framework of the first redundancy, the integrated electronic controller controls the first ABS pressure control valve according to an electrical signal, such that the first ABS pressure control valve adapts the redundant service brake pressure in the sense of brake slip rate regulation.

[0070] At least one second ABS pressure control valve can also be arranged in the pneumatic pressure line between the output attachment end of the first structural unit and the pneumatic input end of at least one electro-pneumatic pressure regulation module. Then, in the framework of the first redundancy, the integrated electronic controller can control the second ABS pressure control valve according to an electrical signal, such that the second ABS pressure control valve adapts the redundant service brake pressure in the sense of brake slip rate regulation.

[0071] The first ABS pressure control valve and / or the second ABS pressure control valve can be electrically attached to the output attachment end of the first electrical structural unit.

[0072] In particular, a single pressure control valve can be provided on at least one axle or for at least one axle of a motor vehicle, and the brake slip rate regulation can include a low-selection regulation, in which the brake slip rate regulation is performed on the basis of the wheel with the higher slip rate among the two wheels of the axle on that axle.

[0073] The ABS pressure control valves can have the same or different structural types. The common point is that the ABS pressure control valves are configured for pressure holding, pressure reduction, and pressure increase in order to thereby regulate the detected brake slip rate occurring on one or more of the wheels involved.

[0074] The electro-pneumatic structural unit and in particular the integrated electronic controller of the electro-pneumatic structural unit can also be configured and set up such that the pneumatic brake pressure controlled and output at the output attachment end of the second structural unit is modulated in the sense of brake slip rate regulation in the framework of the second redundancy. For this purpose, an ABS routine can be implemented in the integrated electronic controller.

[0075] The braking request electrical signal can be generated by the foot brake module and / or by an autopilot device that controls at least partially autonomous driving of a motor vehicle.

[0076] To achieve fail-safe behavior of the electro-pneumatic braking device, the integrated electronic controller of the electro-pneumatic structural unit can monitor the failure of at least one pressure regulation module of the main service brake controller and / or the pneumatic service brake device, and activate the first redundancy in the case of determining a failure of the normal operation of the electro-pneumatic service brake device, and then activate the second redundancy in the case of determining a failure of the first redundancy.

[0077] In particular, the "brake" coupling head for the trailer can be attached to the third pneumatic structural unit output attachment end.

[0078] In the electro-pneumatic braking device, a first electrical energy source can be provided that is independent of the second electrical energy source. Then, the first electrical energy source supplies electrical energy to at least the main service brake controller and at least one pressure regulation module. In contrast, the second electrical energy source supplies electrical energy to at least the electro-pneumatic structural unit. At least one of the ABS pressure control valves in the ABS pressure control valves can be supplied with electrical energy either by the first electrical energy source, or by the second electrical energy source, or can also be supplied with current by the first electrical energy source and by the second electrical energy source. This also improves the functional safety of the electro-pneumatic braking device.

[0079] The invention also relates to a vehicle, in particular a towing vehicle, which is configured for coupling at least one trailer and which has an electro-pneumatic braking device as described above.

[0080] Advantageous developments of the invention result from the claims, the description and the drawings. The advantages mentioned at the beginning of this description of features and combinations of features are merely exemplary and can act alternatively or cumulatively without necessarily being achieved by an embodiment according to the invention. Further features can be learned from the drawings - in particular from the geometric shapes shown and the relative dimensions of the various components relative to each other and their relative arrangement and functional connections. Combinations of features of different embodiments of the invention or combinations of features of different claims are also possible and deviate from the selected citation relationships of the claims and are inspired thereby. This also relates to the following features: the features shown in a separate drawing or mentioned in the description of these drawings. These features can also be combined with the features of different claims. Features listed in the claims for other embodiments of the invention can also be omitted. Description of the Drawings

[0081] Now, the invention will be explained exemplarily according to preferred embodiments with reference to the accompanying drawings. The drawings show:

[0082] Figure 1 Schematic diagram showing an electro-pneumatic structural unit GSAT according to a preferred embodiment of the present invention;

[0083] Figure 2 Schematic circuit diagram showing an electro-pneumatic braking device according to a preferred embodiment of the present invention;

[0084] Figure 3 Showing Figure 2 Schematic circuit diagram of another part of the electro-pneumatic braking device, which has Figure 1 The electro-pneumatic structural unit as a component;

[0085] Figure 4 Is showing Figure 2 Schematic circuit diagram of another part of the electro-pneumatic braking device, which has Figure 1 The electro-pneumatic structural unit as a component. Detailed implementation manner

[0086] Figure 1 Schematic diagram showing an electro-pneumatic structural unit GSAT according to a preferred embodiment of the present invention. The electro-pneumatic structural unit GSAT is a component of the electro-pneumatic braking device 1 partially shown in Figure 2 And is mainly constructed and designed for, when the normal operation of the electro-pneumatic service braking device 1 cannot be achieved, providing, for example, two redundancies for the electro-pneumatic service braking device of the electro-pneumatic braking device 1 here. Here, in addition to the electronically regulated braking system (EBS), an electro-pneumatic structural unit GSAT is provided in the electro-pneumatic braking device 1, and the electronically regulated braking system forms, for example, the electro-pneumatic service braking device here.

[0087] Here, for example, the electro-pneumatic structural unit GSAT includes a housing 17 with a first electrical structural unit input attachment end 19, a second electrical structural unit input attachment end 25, and, for example, two first pneumatic structural unit output attachment ends 51, 52. The housing is marked by a dotted frame in Figure 1 The first electrical structural unit input attachment end is used to control the input electrical service braking request signal, the second electrical structural unit input attachment end is used to control the input electrical parking braking request signal, and the first pneumatic structural unit output attachment end is used to control and output pneumatic redundant service braking pressure to the pneumatic service brake cylinders 48, 50.

[0088] Furthermore, the electro-pneumatic structural unit GSAT here includes, for example, three second pneumatic structural unit output attachment ends 28.1, 28.2, 28.3, which are used to control and output the pneumatic parking brake pressure to the pneumatic spring energy storage brake cylinder 94. The mentioned attachment ends are arranged or constructed on the housing 17. The first and second electrical structural unit input attachment ends 19, 25 can together be formed by a single data bus attachment end, and then this data bus attachment end is set to be attached to the CAN bus. The service brake request signal and the parking brake request signal can be fed via this CAN bus and then controlled and input from there into the integrated electronic controller 31 of the electro-pneumatic structural unit GSAT. Different functions are implemented in software in this electronic controller, and the different functions will be discussed later.

[0089] Furthermore, the electro-pneumatic structural unit GSAT includes a first structural unit device 96 controlled by an electronic controller and a second structural unit device 66 controlled by the electronic controller 31. The first structural unit device includes, for example, a plurality of solenoid valves, and the first structural unit device is attached to the first pneumatic structural unit output attachment ends 51, 52. The second structural unit device also includes solenoid valves, and the second structural unit device is attached to the second structural unit output attachment ends 28.1, 28.2, 28.3.

[0090] The electronic controller 31 is configured to, within the framework of the parking brake function, control the second structural unit device 66 according to the electrically controlled parking brake request signal controlled and input on the data bus attachment ends 19, 25, so as to control and output the pneumatic parking brake pressure for the spring energy storage brake cylinder 94 to the second structural unit output attachment ends 28.1, 28.2, and 28.3.

[0091] Routines for constructing the first and second redundancies are implemented in the electronic controller 31 in order to control the components and elements of the electro-pneumatic braking device 1 schematically shown in Figures 2 to 4 in the sense of the first and second redundancies.

[0092] Figure 2 A schematic circuit diagram showing a part of the electro-pneumatic braking device 1, which includes an electro-pneumatic service braking device and an electro-pneumatic parking braking device. Here, preferably, the electro-pneumatic service braking device is implemented as an electronically regulated braking system (EBS), which is electrically controlled / regulated during normal operation. Here, the electro-pneumatic service braking device 1 is set and configured to tow a vehicle-trailer combination, which consists of a towing vehicle and a coupled trailer.

[0093] During normal electrical operation, the electronically regulated braking system (EBS) generates the main service braking pressure and controls this main service braking pressure input into the pneumatic service brake cylinders 48, 50 of the electro-pneumatic braking device 1 in order to implement the service braking request pre-specified by the electrical service braking request signal. This service braking pressure is "primary" because this service braking pressure is generated during the primary normal electrical operation of the electronically regulated braking system (EBS). In the description of Figure 2 which will be mentioned further below, the generation of this main service braking pressure is explained in more detail.

[0094] During normal electrical operation, driving dynamics regulation functions, such as ABS regulation, are also carried out within the electronically regulated braking system (EBS). If a fault or defect occurs in the first electrical energy supply device, the control device and / or the electrical / electronic components of the electronically regulated braking system (EBS), neither the main braking pressure can be generated nor can driving dynamics regulation functions, such as ABS regulation, be implemented. Therefore, normal electrical operation can no longer be achieved.

[0095] In the first redundancy framework, if the normal operation of the electronically regulated braking system (EBS) cannot be achieved, the electronic controller 31 controls the first structural unit device 96 according to the electrical service braking request signal such that control outputs for redundant service braking pressure are output to the first pneumatic structural unit at the attachment ends 51, 52 in order to press on the service brake cylinders 48, 50. Then, the redundant service braking pressure is an alternative service braking pressure for the main service braking pressure.

[0096] Now, although it is unlikely, it is conceivable and possible that the following situation occurs: Since, for example, the first structural unit device 96 and / or the separate second electrical energy supply device of this first structural unit device has a fault, the first redundancy cannot be implemented either. Then the second redundancy comes into play. In the second redundancy, the integrated electronic controller 31 controls the second structural unit device 66 according to the electrical service braking request signal such that control outputs for pneumatic parking braking pressure are output to the second pneumatic structural unit at the attachment ends 28.1, 28.2, 28.3 in order to press on the spring energy storage brake cylinder 94.

[0097] In the framework of the second redundancy, if not only the normal operation of the electronically regulated braking system (EBS) cannot be achieved but also the first redundancy fails, i.e., if the redundant service braking pressure can no longer be generated either, then the electro-pneumatic structural unit GSAT controls the output of parking braking pressure in order to press on the spring energy storage brake cylinder 94 (in a metered manner) according to the braking request signal in the case of a requested service brake. Therefore, in the second redundancy, instead of using the service brake cylinders 48, 50, the requested service brake is carried out by means of the spring energy storage brake cylinder 94. In Figure 2In the embodiment, in the electro-pneumatic braking device, the spring energy storage brake cylinder 94 is arranged only on the rear axle. However, additionally, the spring energy storage brake cylinder 94 can also be arranged on the front axle, and then the spring energy storage brake cylinder is also compressed in the second redundancy.

[0098] Furthermore, the electro-pneumatic structural unit GSAT is configured and designed to, on the one hand, implement or control the parking brake function in normal operation and in both redundancies, where the parking brake function here, for example, consists of actuating and releasing the service brakes or of venting and charging the spring energy storage brake cylinder 94. For this purpose, the second structural unit device 66 is integrated into the electro-pneumatic structural unit GSAT, and the parking brake control function is implemented in the electronic controller 31. Then, to implement the parking brake control function, the electronic controller 31 controls the second structural unit device 66 to generate a parking brake pressure.

[0099] On the other hand, the electro-pneumatic structural unit GSAT is configured and designed to control the electronically regulated braking system (EBS) of the electro-pneumatic braking device 1 within the framework of the first and second redundancies. Therefore, preferably here, all control and regulation functions of the first and second redundancies are combined in the electro-pneumatic structural unit GSAT.

[0100] Furthermore, by means of the electro-pneumatic structural unit GSAT it is possible to ensure that the driving or operation of the towing vehicle or of a vehicle combination (Gespann) consisting of a towing vehicle and at least one trailer can continue at an undiminished high speed not only in the first redundancy but also in the second redundancy relative to normal operation, because in particular an ABS regulation is provided within the first and second redundancies and thus no degradation of the slip rate regulation occurs in the first and second redundancies.

[0101] To implement the driving dynamics regulation function, the electro-pneumatic structural unit GSAT can include at least one third electrical structural unit input terminal 33. Then, this third electrical structural unit input terminal 33 is configured to control at least the wheel speed signals of the wheel speed sensors 56 as input into the integrated electronic controller 31. Additionally, the third electrical structural unit input terminal 33 is configured to control a rotational rate signal as input into the integrated electronic controller 31, where the rotational rate signal represents the rotational rate of the towing vehicle, and / or to control a steering angle signal as input into the integrated electronic controller 31, where the steering angle signal represents the steering angle or the steering wheel angle of the towing vehicle. For this purpose, a plurality of third electrical structural unit input terminals 33 can also be provided, where then each third electrical structural unit input terminal 33 is assigned to one of the above signals.

[0102] In particular, the wheel speed signals of the wheel speed sensors 56 of at least all four wheels of the towing vehicle are input via the third electrical structural unit input attachment 33 to the integrated electronic controller 31 for control, so that it is possible to implement ABS braking slip ratio regulation in the first redundancy and in particular also in the second redundancy based on the wheel speed signals.

[0103] Thus, it is possible that, based on the signals mentioned above, in particular at least based on the wheel speed signals, the electronic controller 31 integrated in the electro-pneumatic structural unit GSAT can implement driving dynamics regulation, in particular the ABS function and / or drive slip ratio regulation (ASR) and / or driving stability function (ESP), and this driving stability function is then implemented, for example, in software in the integrated electronic controller 31.

[0104] For this purpose, the electro-pneumatic structural unit GSAT can have a first electrical structural unit output attachment 37 for the ABS pressure control valves 90, 110 shown in Figures 1 to 4 so as to control and output an ABS control signal to the ABS pressure control valves 90, 110 via the first electrical structural unit output attachment 37 based on the signals controlled and input on the third electrical structural unit input attachment 33, in particular the wheel speed signals.

[0105] Then, the ABS pressure control valves adapt the redundant service brake pressure controlled and output by the electro-pneumatic structural unit GSAT within the framework of the first redundancy and preferably also the parking brake pressure controlled and output within the framework of the second redundancy according to the ABS control signal, so as to adapt the actual braking slip ratio detected via the wheel speed to the target braking slip ratio.

[0106] According to a preferred embodiment, the electro-pneumatic structural unit GSAT further includes a third structural unit device 64 and pneumatic structural unit output attachments 4.2, 22.1, 21.1, and the third pneumatic structural unit output attachments have solenoid valves, and the pneumatic structural unit output attachments are attached to the third structural unit device 64. Then, the integrated electronic controller 31 is configured to control the third structural unit device 64 according to the electrical service brake request signal such that a pneumatic trailer brake pressure for the trailer of the towing vehicle is generated on the third pneumatic structural unit output attachments 4.2, 21.1, 22.1. In particular, the "brake" connection 70 for the trailer can be attached to the third pneumatic structural unit output attachment 22.1 via a pressure line ( Figure 1 and Figure 4 ).

[0107] Accordingly, a trailer control routine for trailer control, in particular for trailer brakes, is implemented in the integrated electronic controller 31, and then the trailer control routine is effective not only during normal operation but also in the first and second redundancies. Thus, the trailer brakes can then also be actuated in the first and second redundancies during service braking by means of the electro-pneumatic structural unit GSAT.

[0108] Furthermore, preferably, the electro-pneumatic structural unit GSAT can optionally also include an integrated fourth structural unit device 8, which is configured and arranged for implementing a compressed air preparation function, such as circuit separation, pressure regulation, and air drying. Then, the fourth structural unit device 8 corresponds to a compressed air preparation device, wherein a compressed air preparation control routine is implemented in the electronic controller 31. The fourth structural unit device 8 particularly includes solenoid valves. Then, the integrated electronic controller 31 is configured for implementing the compressed air preparation function, such as pressure regulation and / or air drying, by actuating the fourth structural unit device 8. Then, the fourth structural unit device 8 can particularly include a pressure regulator, an air dryer, and a multi-circuit protection valve. The electro-pneumatic structural unit GSAT also has a pneumatic structural unit input attachment end 11, which is arranged for attachment to the compressed air output end of the compressor 39 ( Figure 2 ) and is then connected to the fourth structural unit device 8.

[0109] The fourth structural unit device 8 integrated in the electro-pneumatic structural unit GSAT serves as an electro-pneumatic compressed air preparation device and supplies compressed air to, for example, a first compressed air reservoir 6 for the rear axle and a second compressed air reservoir 4 for the front axle, and for this purpose has two structural unit reservoir attachment ends 21, 22, which are connected to the fourth structural unit device 8. Here, the first structural unit reservoir attachment end 21 is arranged for connection to the first compressed air reservoir 6, and the second structural unit reservoir attachment end 22 is arranged for connection to the second compressed air reservoir 4.

[0110] Accordingly, the fourth structural unit device 1 is implemented, for example, in a dual-circuit manner, wherein, for example, the first circuit forms a rear axle braking circuit and is supplied with compressed air from the first reservoir pressure of the first compressed air reservoir 6. Additionally, for example, the front axle braking circuit and the trailer braking circuit are arranged as the second circuit and are supplied with compressed air from the reservoir pressure of the second compressed air reservoir 4 here.

[0111] Below, according to Figure 2Describe the construction and function of the electro-pneumatic braking device 1 according to a preferred embodiment, wherein, as described above, the electro-pneumatic service braking device of this electro-pneumatic braking device is preferably implemented as an electronically regulated braking system (EBS) herein.

[0112] For the sake of overview and understanding, in Figure 2 the structural unit devices that are actually integrated into the electro-pneumatic structural unit GSAT are also shown separately, namely the second structural unit device 66, the third structural unit device 64, and the fourth structural unit device 8. Then, the pneumatic connections between these structural unit devices 8, 64, 66 are internal pneumatic connections within the electro-pneumatic structural unit GSAT.

[0113] In a preferred embodiment of the electronically regulated braking system (EBS) herein, there is a dual-channel pressure regulating module 16 on the rear axle and a single-channel pressure regulating module 36 on the front axle, where for each channel there is an integrated intake valve / exhaust valve combination, a standby valve, a relay valve, and a pressure sensor for detecting the actual braking pressure, and there is a local electronic controller or braking pressure regulator for comparing the actual braking pressure with the target braking pressure according to the respectively electrically controlled input braking request signal. Then, the dual-channel pressure regulating module 16 separately regulates the braking pressures for the right rear wheel and the left rear wheel, and the single-channel pressure regulating module 36 jointly regulates the braking pressures for the right front wheel and the left front wheel.

[0114] The construction and function of such pressure regulating modules 16, 36 are well known and thus will not be further elaborated herein.

[0115] In addition, the electronically regulated braking system (EBS) of the towing vehicle includes a braking slip ratio regulation (ABS), and the ABS control routine of this braking slip ratio regulation is preferably integrated into the central electronic EBS braking controller 14. In addition, herein, in the electronically regulated braking system (EBS), there is preferably a drive slip ratio regulation (ASR) and an electronic stability program (ESP), and the related control routines are also implemented in the central braking controller 14.

[0116] According to the electro-pneumatic braking device 1 of the towing vehicle in Figure 2The circuit diagram shown, for example, has a foot brake module 2, which here has a foot brake pedal as a service brake actuating mechanism 3 for generating a service brake request signal. However, the service brake request signal can also be generated by a control device that autonomously controls the vehicle. Here, air supply, air preparation (air drying) and safeguarding are implemented by a fourth structural unit device 8 integrated in the electro-pneumatic structural unit GSAT here, and the fourth structural unit device is a compressed air preparation device.

[0117] The first compressed air reservoir 6 for the rear axle is connected via pneumatic supply lines 10, 12 on the one hand to the reservoir attachment end of the dual-channel pressure regulating module 16 of the service brake cylinder 50 for the rear axle and to the rear axle channel 26 of the foot brake module 2. Similarly, the second compressed air reservoir 4 is connected via a pneumatic supply line 20 to the reservoir attachment end of the single-channel pressure regulating module 38 of the brake cylinder 48 assigned to the front wheels and to the front axle channel 18 of the foot brake module 2.

[0118] Here, optionally, the foot brake module 2 includes two pneumatic channels 18, 26, which generate pneumatic standby pressure or control pressure at the output ends of the channels 18, 26 respectively according to the brake request pre-given to the foot brake pedal 3 by the driver. In parallel, the front axle electrical channel and the rear axle electrical channel are configured in the foot brake module 2 in a merged manner in the electrical channel 28. The front axle electrical channel and the rear axle electrical channel respectively control the input of the brake request electrical signal into the electrical connection between the electrical channel 28 of the foot brake module 2 and the central electronic EBS brake controller 14. This electrical connection is preferably configured as a data bus 30. The central electronic EBS brake controller can distinguish two different brake request signals for the front axle and the rear axle, for example due to load distribution. The brake request electrical signal is also controlled in parallel and input into the first electrical structural unit attachment end 19 of the electro-pneumatic structural unit GSAT ( Figure 1 ).

[0119] In addition, the front axle channel 18 and the rear axle channel 26 of the foot brake module 2 are respectively connected via pneumatic first and third pressure lines 24, 32 to the assigned standby attachment ends of the dual-channel pressure regulating module 16 or the single-channel pressure regulating module 36. In addition, the pneumatic brake lines 40, 42 respectively lead from the working attachment ends of the dual-channel pressure regulating module 16 or the single-channel pressure regulating module 36 to the pneumatic service brake cylinders 48, 50 of the front axle or rear axle wheels.

[0120] The rotational speed sensor 56 sends the current rotational speed of the wheels of the towing vehicle via the electrical signal line 58 to the central brake controller 14. The towing vehicle is implemented here, for example, as a two-axle vehicle. Similarly, preferably, each wheel brake is provided with a wear sensor 60, which sends a signal to the central brake controller 14 via the electrical signal line 62 according to the current brake wear.

[0121] Furthermore, on the one hand, the trailer reserve pressure vessel 44 on the towing vehicle side supplies compressed air to the third structural unit device 64 implemented as a trailer control device via the supply line 46. On the other hand, the third structural unit device is pneumatically controlled by the pneumatic control pressure of, for example, the front axle channel 18 of the foot brake module 2 via the second pressure line 23 as a standby pressure. For this purpose, the second pressure line 23 is attached to another pneumatic structural unit input attachment end (not shown here) so that the third structural unit device 64 can be pneumatically controlled in pneumatic redundancy. Figure 1 In addition, the third structural unit device 64 also obtains a trailer electrical control signal from the central EBS brake controller 14 via the electrical control line 54. The electrical control line is also attached, for example, to the first electrical structural unit input attachment end 19. In addition, the third structural unit device 64 is pneumatically controlled by the second structural unit device 66 via the internal pneumatic connection 106 of the electro-pneumatic structural unit GSAT. The second structural unit device is implemented here as a parking brake device. Finally, the third structural unit device 64 circulates the compressed air from the trailer compressed air reserve 44 under the reserve pressure acting on the "reserve" coupling 68 of the towing vehicle.

[0122] The third structural unit device 64 includes an intake solenoid valve, an exhaust solenoid valve, and a standby solenoid valve for pressure control of a relay valve that is also integrated and fed with compressed air from the trailer compressed air reserve 44, so as to control the output control pressure for the "brake" coupling 70 according to the trailer control signal introduced via the electrical control line 54 through these solenoid valves and the relay valve. Here, the relay valve modulates the brake pressure for the "brake" coupling 70 based on the reserve pressure acting on its reserve attachment end of the trailer reserve pressure vessel 44 according to the control pressure formed by the solenoid valves. With the pressure sensor integrated into the third structural unit device 64, the control pressure for the "brake" coupling 70 is measured and sent to the central brake controller 14.

[0123] If the primary electrical control performed by the central brake controller 14 fails, the integrated standby solenoid valve is switched on, and the integrated relay valve is controlled by the pneumatic standby pressure guided in the second pressure line 23 of the front axle brake circuit within the framework of pneumatic redundancy.

[0124] ​

[0125] Preferably, the braking pressing device of the rear axle is configured as a known combined cylinder, i.e., as a combination of an active service brake cylinder 50 and a passive spring energy storage brake cylinder 94 (combined cylinder). In this context, "active" means that the service brake cylinder 50 presses when inflated and releases when deflated, while "passive" means that the spring energy storage brake cylinder presses when deflated and releases when inflated. On the wheels of the front axle, only an active service brake cylinder 48 is provided here, for example. Alternatively, a spring energy storage brake cylinder 94 can also be provided there ( Figure 3 、 Figure 4 ).

[0126] The electro-pneumatic dual-channel pressure regulating module 16 for the rear axle, implemented as a structural unit, has two pressure regulating channels that can be regulated separately. For each pressure regulating channel, based on the reserve pressure from the first compressed air reservoir 6, according to the braking request signal of the foot brake module 2, a regulated working pressure acting on the corresponding working pressure attachment end of the brake cylinder 50 for the rear axle is generated and measured by means of an integrated pressure sensor, in order to adapt the measured actual braking pressure to the target braking pressure or adjust the measured actual braking pressure according to the braking request. In the single-channel pressure regulating module 36 of the front axle, the braking pressures of the two brake cylinders 48 for the wheels of the front axle are regulated.

[0127] Therefore, in order to construct pneumatically separate pressure regulating channels (e.g., here: the front axle pressure regulating channel or the rear axle pressure regulating channel), each pressure regulating channel is assigned its own compressed air reservoir 4, 6, where the pneumatic flow path of each pressure regulating channel is configured to be pneumatically separate from the pneumatic flow path of the corresponding other pressure regulating channel starting from the assigned compressed air reservoir 4, 6 via the assigned pressure regulating modules 16, 36 up to the assigned service brake cylinders 48, 50.

[0128] In addition, a first ABS pressure control valve 90 controlled by the central brake controller 14 via an electrical control line 38 is arranged in each of the brake lines 40 between the single-channel pressure regulating module 36 and the brake cylinder 48. The first ABS pressure control valve 90 is configured for pressure holding, pressure reduction, and pressure increase, in order to thereby individually regulate the detected braking slip rate occurring on the front wheels involved in the sense of braking slip rate regulation.

[0129] Particularly preferably, in order to construct an electronically regulated braking system (EBS) with a primary electrohydraulic pressure regulation channel (front axle pressure regulation channel or rear axle pressure regulation channel), and in order to construct a secondary pneumatic backup level in the event of an electrical system failure, each pressure regulation module 16, 36 is assigned its own pneumatic backup circuit, which for each channel respectively has a backup solenoid valve for controlling the input of the pneumatic backup pressure or control pressure formed by the foot brake module 2 and derived from the reserve pressure of the compressed air reservoir 4, 6 assigned to the rear axle or front axle of the corresponding pressure regulation circuit. In the event of a failure of the electrical / electronic components, the corresponding braking pressure is formed at the working pressure attachment ends of the pressure regulation modules 16, 36 from this pneumatic backup pressure or control pressure. However, optionally, this pneumatic backup level or pneumatic redundancy can also be omitted.

[0130] The electro-pneumatic braking device 1 of the towing vehicle and the braking device of the trailer, such as a braking slip rate regulation, as is common in such braking equipment, are coupled to each other via a "reservoir" connection head 68 and a "brake" connection head 70. If the trailer has an electro-pneumatic braking device, the braking request electrical signal is transmitted from the central brake controller 14 to the trailer via the CAN bus "trailer" 78 and the electronic trailer interface 76. The third structural unit device 64 and the dual-channel pressure regulation module 16 and the single-channel pressure regulation module 36 are respectively controlled by the central brake controller 14 via electrical control lines 54, 88, 92.

[0131] Here, the trailer is also provided with an electro-pneumatic braking device having an ABS function, for example. In this case, the electrical interface 76 of the towing vehicle is connected via a data connection (such as a cable) to the complementary interface in the trailer, which leads to the ABS controller in the trailer so that data can be exchanged. Thus, braking slip rate regulation is performed for all axles of the trailer. However, if, as is preferred, the wheel braking slip rate is determined on only one axle of a double-axle semi-trailer, for example, by a wheel speed sensor, the braking slip rate on the other axle without a wheel speed sensor is regulated after the axle with the wheel speed sensor. Then, the disadvantages described at the beginning regarding the braking blockage of the other axle without wheel speed sensing and the accompanying lack of lateral guidance of the wheels of this other axle can occur.

[0132] The second structural unit device 66 forming the parking brake device is also controlled by the electronic controller 31 of the electro-pneumatic structural unit GSAT. Then, the electro-pneumatic structural unit receives an electric parking brake request signal from the parking brake operating mechanism 98, and the electric parking brake request signal is input into the electronic controller 31 through the control input of the second electrical structural unit input attachment end 25 via the electrical control line 100. Then, the electronic controller controls the second structural unit device 66 according to the parking brake request signal. Here, the parking brake request signal is generated according to the operation of the parking brake operating mechanism. Typically, the parking brake operating mechanism is a rocker, a rocker button or a button, and is usually operated by the driver by hand.

[0133] In this regard, the parking brake control routine is integrated into the electronic controller 31. The second structural unit device 66 includes, for example, at least one bistable solenoid valve, a relay valve, and a pressure sensor. Then, the second structural unit output attachment end 28.1 of the second structural unit device 66 is connected to the spring energy storage brake cylinder 94 of the rear axle via the pneumatic line 104. As described above, the second structural unit device 66 pneumatically controls the third structural unit device 64 via the internal pneumatic connection 106 of the electro-pneumatic structural unit GSAT.

[0134] For example, as Figure 3 (which Figure 3 shows the components of the electro-pneumatic brake device 1 not shown in Figure 2 ), there is provided, for example, a first high-selection valve 102 that conducts the larger pneumatic pressure between the pressure controlled and output by the electro-pneumatic structural unit GSAT at the first structural unit output attachment end 52 and the pressure controlled and output by the pneumatic rear axle channel 26 of the foot brake module 2 into the first pressure line 24, and the first pressure line is attached to the spare attachment end of the dual-channel pressure regulation module 16 on the rear axle.

[0135] In addition, for example, there is provided a second high-selection valve 108 that conducts the larger pneumatic pressure between the pressure controlled and output by the electro-pneumatic structural unit GSAT at the first structural unit output attachment end 52 and the pressure controlled and output by the pneumatic front axle channel 26 of the foot brake module 2 via the third pressure line 32 into the seventh pressure line 124, and the seventh pressure regulation module is attached to the spare attachment end of the single-channel pressure regulation module 36 on the front axle.

[0136] The second ABS pressure control valve 110 is connected into the first pressure line 24. Additionally, for example, the third ABS pressure control valve 112 is connected into the fourth pressure line 114 which leads from the output attachment end 52 of the first pneumatic structural unit to the "brake" connector 70. The second ABS pressure control valve 110 is controlled by the integrated electronic controller 31 of the electro-pneumatic structural unit GSAT in the sense of at least one brake slip rate regulation. Furthermore, one of the output attachment ends 4.2, 21.1, 22.1 of the third pneumatic structural unit, namely the output attachment end 4.2, is connected to the brake line 40 on the front axle. Preferably, the third pressure control valve 112 is controlled by the central brake controller 14 of the EBS in order to modulate the trailer brake pressure in the sense of brake slip rate regulation in the event of failure of the electro-pneumatic structural unit GSAT or its integrated electronic controller 31.

[0137] For the sake of clarity, the second ABS pressure control valve 110, the third ABS pressure control valve 110 and the two high-selection valves 102, 108 are not shown in Figure 2 ...

[0138] As Figure 4 shown, a fifth pressure line 118 can be provided which extends between one of the output attachment ends 28.1, 28.2, 28.3 of the second pneumatic structural unit of the electro-pneumatic structural unit GSAT, namely the output attachment end 28.3, and the spring energy storage brake cylinder 94. Additionally, a sixth pressure line 122 can also be provided which extends between one of the output attachment ends 4.2, 21.1, 22.1 of the third pneumatic structural unit of the electro-pneumatic structural unit GSAT, namely the output attachment end 22.1, and the "brake" connector 70.

[0139] The central brake controller 14 and the two pressure regulating modules 16, 36 and the first ABS pressure control valve 90 are supplied with electrical energy, for example, by a first electrical energy supply device not shown here. In contrast, the electro-pneumatic structural unit GSAT, the first ABS pressure regulating module 90 and the second and third ABS pressure control valves are supplied with electrical energy by a second electrical energy supply device which is independent of the first electrical energy supply device and which is not shown here.

[0140] In this context, the operating principle of the braking device 1 is as follows:

[0141] Normal operation

[0142] During braking, the driver operates the brake pedal and thus the foot brake module 2. Thereby, in normal operation, a brake request electrical signal is generated approximately corresponding to the desired target deceleration or the driver's braking desire in the electrical channel 28 and this brake request electrical signal is controlled and input into the central brake controller 14. Subsequently, the central brake controller optionally controls and inputs signals for the target brake pressure into the electronic controller 31 of the electro-pneumatic unit GSAT, the two-channel pressure regulation module 16 of the rear axle, and the single-channel pressure regulation module 36 of the front axle via the electrical control lines 54, 88, 92 corresponding to the brake request signal and possibly according to additional parameters such as the corresponding load distribution. However, in normal operation, the electronic controller 31 of the electro-pneumatic unit GSAT preferably does not affect the service brakes of the towing vehicle.

[0143] Here, in the pressure regulation modules 16, 36 and in the third structural unit device 64, the respectively integrated solenoid valves and standby solenoid valves are switched corresponding to the brake request. The solenoid valves and standby solenoid valves are usually configured as two-way two-position solenoid valves here, so that the solenoid valves and standby solenoid valves pneumatically control the also integrated relay valves in order to control and input the corresponding target brake pressure into the relevant brake cylinders 48, 50 of the towing vehicle or into the brake cylinder of the trailer via the "brake" connection 70 according to the brake request. Then, the pressure sensors integrated in the pressure regulation modules 16, 36 and the third structural unit device 64 send the actual brake pressure or the actual control pressure to the local electronic controller in the pressure regulation modules 16, 36 or the electronic controller 31 of the electro-pneumatic structural unit GSAT, whereupon the corresponding target brake pressure is adjusted by actuating the solenoid valves. In normal operation, the electro-pneumatic structural unit GSAT preferably acts as a "gateway" for the function of the trailer brakes, i.e., the electro-pneumatic structural unit GSAT obtains the brake request signal and controls and outputs the corresponding trailer brake pressure at the "brake" connection 70. This trailer brake pressure can be sensed and fed back to the electro-pneumatic structural unit GSAT in order to implement pressure regulation especially within the framework of EBS.

[0144] If the brake request signal for the central brake controller 14 is generated not by the foot brake module 2 but by a driver assistance system (such as ESP (Electronic Stability Program) or ACC (Adaptive Cruise Control)) acting in a driver-independent manner, an emergency braking assistance device, or the control device of an autopilot for at least partially autonomous driving, the service braking function proceeds in the manner described above.

[0145] If the braking slip rate of one or more wheels of the towing vehicle and / or the trailer is greater than a pre-given braking slip rate limit, for example 12% to 14% (which can be determined via the wheel speed sensor 56), the braking slip rate regulation or the ABS of the towing vehicle responds. Here, the braking pressure for the towing vehicle is adjusted in such a way by the ABS routine implemented in the central EBS brake controller 14 via the corresponding actuation of the first ABS pressure control valve 90 on the front axle or the pressure regulation module 16 on the rear axle that the braking slip rate regulation difference is regulated and compensated.

[0146] In the central brake controller 14, a compatibility band is stored, which determines the ratio between the respectively desired braking value z of the towing vehicle-trailer combination and the resulting braking force of the trailer or / and the pressure at the "brake" connection of the towing vehicle. Then, optionally, the braking pressure for the braking device of the trailer derived from the compatibility band can also be modified by the coupling force regulation. Then, the central brake controller 14 actuates the trailer control module 64 in order to adjust the pneumatic control pressure in the "brake" connection 70 of the trailer according to these specifications. Thus, the braking pressure in the trailer is formed based on the braking pressure affected by the braking slip rate regulation in the towing vehicle.

[0147] All in all, therefore, the braking pressure of the braking device of the trailer then forms the reference braking pressure for the braking device of the trailer, which in terms of its absolute magnitude is related to the braking request signal or to the pre-given target deceleration of the towing vehicle-trailer combination, or to the responsive braking slip rate regulation (friction value of the road surface) of the towing vehicle, to the compatibility band of the towing vehicle-trailer and possibly also to the existing coupling force regulation. Instead of the reference braking pressure, the reference braking force of the trailer or the reference braking value of the trailer can also be considered, which refer to the same situations described above.

[0148] If, within the framework of the normal parking brake function, after braking the towing vehicle-trailer combination to a standstill by means of an electronically regulated braking system (EBS), the parking brake actuating device 98 is actuated into the position "parking", the corresponding parking brake request signal is then controlled and input into the electronic controller 31 of the electro-pneumatic structural unit GSAT. Subsequently, this electro-pneumatic structural unit controls the integrated second structural unit device 66 in order to bleed the structural unit output attachment 28.1 of the electro-pneumatic structural unit GSAT and thus also bleed the spring brake cylinder 94 via line 104, and the spring energy storage brake cylinder then clamps. The third structural unit device 64 of the electro-pneumatic structural unit GSAT is also bled via the internal connection 106, whereupon the third structural unit device 64 then inflates the "brake" connector 70 according to its reversal characteristic in order to clamp the trailer brakes.

[0149] (Optional) Pneumatic redundancy

[0150] If, for example, the first electrical power supply device fails and / or if a fault is detected by external monitoring or self-monitoring in the central brake controller 14 and / or in one of the pressure regulating modules 16, 36 of the pressure regulating modules, then the primary electrical main control circuit and thus the normal electrical operation of the electronically regulated braking system (EBS) are disturbed. Then, for example, a pure pneumatic redundant braking circuit can be used, which is only controlled by the driver.

[0151] In the pure pneumatic redundant braking circuit, the reserve pressure input into the first pressure line 24 and the second pressure line 23 by the foot brake module 2 flows through the reserve valves of the pressure regulating modules 16, 36, which are subsequently opened without current, and flows from the pressure regulating modules 16, 36 into the pneumatic brake cylinders 48, 50 on the front axle and the rear axle for clamping.

[0152] Since the first ABS pressure control valve 90, the second ABS pressure control valve 110 and optionally also the third ABS pressure control valve 112 are preferably supplied with current by the second electrical energy supply device and / or the electro-pneumatic structural unit GSAT, these pressure control valves remain operational even after the failure of the first electrical energy supply device. Alternatively, the third ABS pressure control valve 112 can also be supplied with electrical energy only by the first electrical energy supply device. Additionally, the wheel speed signals of the wheel speed sensors 56 are still input into the electronic controller 31 of the electro-pneumatic structural unit GSAT for control. Therefore, ABS regulation can also be achieved in pneumatic redundancy. Depending on the structural grading (Ausbaustufe) of the apparent sensors (steering angle sensor, yaw rate sensor, longitudinal acceleration sensor and lateral acceleration sensor) and the ABS pressure control valves, the functional expansion can be set such that driving dynamics regulation (ESP) can also be achieved additionally.

[0153] Referring to Figure 3 , in this case, the electronic controller 31 of the electro-pneumatic structural unit GSAT can modulate the first ABS pressure control module 90 on the front axle and the second ABS pressure control valve 110 upstream of the dual-channel pressure regulation module 16 arranged on the rear axle in the sense of braking slip rate regulation. For example, on the rear axle (and then here only a single second ABS pressure control valve 110 is provided for this rear axle, for example), the ABS can be regulated according to the "Select-Low" or "Select-High" scheme. Another ABS pressure control valve can be installed on the output side of the rear axle pressure regulation module 16 to regulate the rear axle in a wheel-specific manner from the GSAT. Since a trailer braking pressure control function is additionally integrated in the electro-pneumatic structural unit GSAT, the integrated electronic controller 31 can control the solenoid valve of the third structural unit device (64) provided for this function to perform braking slip rate regulation on the trailer braking pressure. Then, the true pure pneumatic redundancy preferably includes the ABS regulation of at least one axle and preferably all axles of the towing vehicle and the ABS regulation of the trailer.

[0154] As described above, in Figure 3 the third pressure control valve 112 arranged in the fourth pressure line 114 shown is used, for example, to modulate the trailer braking pressure at the "brake" connection 70 if the electro-pneumatic structural unit GSAT and especially its electronic controller 31 fail. For this purpose, the third pressure control valve 112 is preferably controlled by the EBS or its central brake controller 14.

[0155] First electrical redundancy

[0156] In the framework of the first electrical redundancy, the electro-pneumatic structural unit GSAT generates a pneumatic standby pressure based on the service brake request signal, which is either generated by the driver via the foot brake module 2 and / or by the control device of the driver assistance system (ACC, autopilot, etc.). Preferably, a second pressure control valve 110 is arranged in the pressure line 24 extending from the electro-pneumatic structural unit GSAT to the pressure regulation module 16 of the rear axle. The second pressure control valve is controlled, for example, according to the wheel speed signal of the speed sensor 56, so as to preferably achieve braking slip rate regulation (ABS), drive slip rate regulation (ASR), and / or driving dynamics regulation (ESP). Preferably, the trailer brake pressure is directly applied to the "brake" connection head 70 by the electro-pneumatic structural unit GSAT, and the trailer brake pressure is related to the service brake request signal. For example, for this purpose, the third pressure control valve 112 is opened or switched on.

[0157] Therefore, an electro-pneumatic redundant brake circuit is provided, in which the pneumatic standby control pressure for the electronic pressure regulation modules 16, 36 is generated by the electro-pneumatic structural unit GSAT according to the brake request signal input to the electro-pneumatic structural unit GSAT, and is output to the first structural unit output attachment end ports 51, 52 in a controlled manner. Then, the pneumatic standby control pressure is conducted to the pneumatic input ends of the electronic pressure regulation modules 16, 36 via the first and seventh pressure lines 24, 124.

[0158] Therefore, if the normal electrical operation of the electronically regulated brake system (EBS) is disturbed, and the pneumatic redundancy does not exist (for example, due to the lack of pneumatic channels 18, 26 in the foot brake module 2), is blocked (for example, due to the driver not responding), or is disturbed, and thus no or insufficient pneumatic standby control pressure is generated, the first electrical redundancy is used. Because, as described above, the foot brake module 2 may, for example, not have a pneumatic front axle channel 18 and a pneumatic rear axle channel 26, and / or the pneumatic standby pressure of the pneumatic redundancy fails or is too low.

[0159] In the framework of the first electrical redundancy, the electronic controller 31 of the electro-pneumatic structural unit GSAT controls the first structural unit device 96 so as to control the input of the redundant service brake pressure to the pneumatic input ends of the two high-selection valves 102 and 108 via the first pneumatic structural unit output attachments 51, 52.

[0160] Then, according to Figure 3, if there is no standby control pressure or too low a standby control pressure acting on the respective other pneumatic inputs of the two high-selection valves 102 and 108 attached to the pneumatic front axle channel 18 and the pneumatic rear axle channel 26, the redundant service brake pressure input to the pneumatic inputs of the two high-selection valves 102 and 108 is controlled by the electro-pneumatic structural unit GSAT via the output attachment ends 51, 52 of the first pneumatic structural unit to be higher than the reserve pressure, and then the redundant service brake pressure is conducted by the two high-selection valves 102 and 108 into the first pneumatic pressure line 24 and the seventh pneumatic pressure line 124.

[0161] Since the second electrical energy supply device supplies current to the first ABS pressure control valve 90, the second ABS pressure control valve 110 and optionally also to the third ABS pressure control valve 112, these pressure control valves remain operational even after the failure of the first electrical energy supply device. Additionally, the wheel speed signals of the wheel speed sensors 56 are still input to the electronic controller 31 of the electro-pneumatic structural unit GSAT for control because the wheel speed sensors 56 are attached to this electronic controller. Therefore, in the first electrical redundancy, ABS regulation can also be achieved.

[0162] Then, in this case, the electronic controller 31 of the electro-pneumatic structural unit GSAT preferably also controls the first ABS pressure control module 90 on the front axle and the second ABS pressure control valve 110 upstream of the dual-channel pressure regulation module 16 arranged on the rear axle in such a way that the respective redundant service brake pressures for the front axle, rear axle and trailer are modulated in the sense of braking slip rate regulation. On the rear axle (and then here for this rear axle only the sole second ABS pressure control valve 110 is provided, for example), the ABS can be regulated according to, for example, the "low-selection" or "high-selection" scheme. Then, the first electrical redundancy also includes the ABS regulation for, for example, all axles of the towing vehicle and the trailer.

[0163] If no optional pneumatic redundancy is provided, Figure 3 the two high-selection valves 102, 108 can also be omitted. In this case, the redundant service brake pressure is conducted directly by the electro-pneumatic structural unit GSAT via the output attachment ends 51, 52 of the first pneumatic structural unit into the first pneumatic pressure line 24 and the seventh pneumatic pressure line 124.

[0164] Second electrical redundancy

[0165] If there is a fault at the level of the first electrical redundancy, for example in the electro-pneumatic unit GSAT, for example in an integrated sensor (e.g. pressure sensor) or actuator (e.g. solenoid valve), then the second electrical redundancy becomes effective. Then, the second electrical redundancy implements the parking brake, where the parking brake is, for example, adjusted for single-channel braking slip rate according to the signal of the still available rotational speed sensor 56. In the framework of the second electrical redundancy, the trailer brake pressure is directly supplied to the "brake" connection 70 by the electro-pneumatic structural unit GSAT.

[0166] Therefore, if the primary normal operation of the electronically regulated braking system (EBS) cannot be achieved, either there is no pneumatic redundancy or such pneumatic redundancy is disturbed and the first electrical redundancy also does not work, then the second electrical redundancy of the electronically regulated braking system (EBS) is used.

[0167] As described above, in the second electrical redundancy, the electro-pneumatic structural unit GSAT controls the output pneumatic brake pressure in order to compress the spring energy storage brake cylinder 94 in a metered manner according to the braking request signal in the case of a requested service brake. Therefore, in the second redundancy, instead of using the service brake cylinders 48, 50, the requested service brake is executed by means of the spring energy storage brake cylinder 94, more precisely according to the service brake request signal.

[0168] In order to achieve a higher braking force, a combined cylinder with an integrated spring energy storage brake cylinder 94 can also be arranged on the front axle and is controlled by the electro-pneumatic structural unit GSAT in the sense of the parking brake function and also within the second redundancy ( Figure 3 、 Figure 4 ).

[0169] In addition, the wheel speed signal of the wheel speed sensor 56 is also controlled and input into the electronic controller 31 of the electro-pneumatic structural unit GSAT, which supplies current to the active wheel speed sensor 56, for example. Therefore, in the second electrical redundancy, ABS regulation can also be achieved. Since the functions (software and hardware) of the trailer control module TCM are integrated in the electro-pneumatic structural unit GSAT, at least within the framework of the second electrical redundancy, the trailer brake pressure on the "brake" connection 70 is generated and modulated by means of the electro-pneumatic structural unit GSAT according to the braking request signal, especially in the sense of braking slip rate regulation (ABS).

[0170] Therefore, by means of Figure 1 the electro-pneumatic structural unit GSAT, at least two electrical redundancies can be achieved for the electronically regulated braking system (EBS) of the electro-pneumatic braking device 1 within the electro-pneumatic braking device 1.

[0171] List of reference numerals

[0172] 1 Electro-pneumatic braking device

[0173] 2 Foot brake module

[0174] 3 Service brake operating mechanism

[0175] 4 Second compressed air storage section

[0176] 4.2 Output attachment end of the third pneumatic structure unit

[0177] 6 First compressed air storage section

[0178] 8 Fourth structural unit device (compressed air preparation device)

[0179] 10 Supply line

[0180] 11 Input attachment end of the pneumatic structure unit

[0181] 12 Supply line

[0182] 14 Central brake controller

[0183] 16 Dual-channel pressure regulation module

[0184] 17 Housing

[0185] 18 Front axle passage

[0186] 19 Input attachment end of the first electrical unit

[0187] 20 Supply line

[0188] 21 Attachment end of the first pneumatic structure unit storage section

[0189] 22 Attachment end of the second pneumatic structure unit storage section

[0190] 21.1, 22.1 Output attachment end of the third pneumatic structure unit

[0191] 23 Second pressure line

[0192] 24 First pressure line

[0193] 25 Input attachment end of the second electrical structure unit

[0194] 26 Rear axle passage

[0195] 28 Electrical passage

[0196] 28.1, 28.2, 28.3 Output attachment end of the second pneumatic structure unit

[0197] 30 Data bus

[0198] 31 Electronic controller

[0199] 32 Third pressure line

[0200] 33 Third electrical structure unit input attachment terminal

[0201] 36 Single-channel pressure regulation module

[0202] 37 First electrical structure unit output attachment terminal

[0203] 38 Electrical control line

[0204] 39 Compressor

[0205] 40 Brake line

[0206] 42 Brake line

[0207] 44 Trailer reserve pressure vessel on the towing vehicle side

[0208] 46 Supply line

[0209] 48 Service brake cylinder for the front axle

[0210] 50 Service brake cylinder for the rear axle

[0211] 51 First structure unit output attachment terminal

[0212] 52 First structure unit output attachment terminal

[0213] 54 Electrical control line

[0214] 56 Speed sensor

[0215] 58 Electrical signal line

[0216] 60 Wear sensor

[0217] 62 Electrical signal line

[0218] 64 Third structure unit device (trailer control device)

[0219] 66 Second structure unit device (parking brake control device)

[0220] 68 "Reserve section" coupling head

[0221] 70 "Brake" coupling head

[0222] 76 Trailer interface

[0223] 78 Trailer data bus

[0224] 88 Electrical control line

[0225] 90 First ABS pressure control valve

[0226] 92 Electric control circuit

[0227] 94 Spring energy storage brake cylinder

[0228] 96 First structural unit device

[0229] 98 Parking brake control device

[0230] 100 Electric control circuit

[0231] 102 First high selector valve

[0232] 104 Pneumatic circuit

[0233] 106 Pneumatic connection

[0234] 108 Second high selector valve

[0235] 110 Second ABS pressure control valve

[0236] 112 Third ABS pressure control valve

[0237] 114 Fourth pressure line

[0238] 118 Fifth pressure line

[0239] 122 Sixth pressure line

[0240] 124 Seventh pressure line

[0241] GSAT Electro-pneumatic structural unit.

Claims

1. An electro-pneumatic structural unit (GSAT), which is configured and provided for controlling the electro-pneumatic braking device (1) in at least two redundancies for the electro-pneumatic service braking device (EBS) of a motor vehicle configured to tow a trailer, namely the first redundancy and the second redundancy, if the normal operation of the electro-pneumatic service braking device (EBS) of the electro-pneumatic braking device (1) cannot be achieved, in which the main service braking pressure is generated by the electro-pneumatic service braking device (EBS). Wherein, the electro-pneumatic structural unit (GSAT) at least includes the following: a) At least one first electrical structural unit input attachment end (19) for controlling the input electrical service braking request signal. b) At least one first pneumatic structural unit output attachment end (51, 52) for controlling and outputting the pneumatic redundant service braking pressure to at least one pneumatic service brake cylinder (48, 50). c) At least one second pneumatic structural unit output attachment end (28.1, 28.2, 28.3) for controlling and outputting the pneumatic braking pressure to at least one pneumatic spring energy storage brake cylinder (94). d) At least one integrated electronic controller (31), which is at least controlled by the electrical service braking request signal controlled and input on the first electrical structural unit input attachment end (19). e) A first structural unit device (96) controlled by the integrated electronic controller (31), the first structural unit device includes at least one solenoid valve, and the first structural unit device is at least attached to the first pneumatic structural unit output attachment end (51, 52). f) A second structural unit device (66) controlled by the electronic controller (31), the second structural unit device includes at least one solenoid valve, and the second structural unit device is attached to the second pneumatic structural unit output attachment end (28.1, 28.2, 28.3), wherein g) The electronic controller (31) is configured for: g1) In the framework of the first redundancy, if the normal operation of the electro-pneumatic service braking device (EBS) cannot be achieved or is disturbed, the first structural unit device (96) is controlled according to the electrical service braking request signal controlled and input on the first electrical structural unit input attachment end (19), so that the redundant service braking pressure is controlled and output on the first structural unit output attachment end (51, 52) to compress the service brake cylinders (48, 50), and g2) In the framework of the second redundancy, if the normal operation of the electro-pneumatic service braking device (EBS) cannot be achieved and the first redundancy also fails, the second structural unit device (66) is controlled according to the electrical service braking request signal controlled and input on the first electrical structural unit input attachment end (19), so that the pneumatic braking pressure is controlled and output on the second structural unit output attachment end (28.1, 28.2, 28.3). ​ so as to compress the spring-loaded brake cylinder (94).

2. The electro-pneumatic structural unit (GSAT) according to claim 1, wherein, the electro-pneumatic structural unit includes at least one second electrical structural unit input attachment end (25) for controlling the input of an electrical parking brake request signal, wherein the electronic controller (31) is configured to, within the framework of the parking brake function, control and operate the second structural unit device (66) according to the electrical parking brake request signal controlled and input on the second electrical structural unit input attachment end (25), so as to control and output a pneumatic parking brake pressure on the second structural unit output attachment ends (28.1, 28.2, 28.3).

3. The electro-pneumatic structural unit (GSAT) according to claim 1 or 2, wherein, the electro-pneumatic structural unit includes at least one third electrical structural unit input attachment end (33), and the third electrical structural unit input attachment end is configured to control and input at least one electrical signal into the integrated electronic controller (31), and the electrical signal is at least one of the following electrical signals: - a signal related to the wheel speed, the signal related to the wheel speed representing the wheel speed of at least one wheel of the motor vehicle and / or the trailer, and / or - a signal related to the rotational speed, the signal related to the rotational speed representing the rotational speed of the motor vehicle and / or the trailer, and / or - a signal related to the steering angle, the signal related to the steering angle representing the steering angle of the motor vehicle or the steering wheel angle, and / or - a signal related to the longitudinal acceleration or the lateral acceleration, the signal related to the longitudinal acceleration or the lateral acceleration representing the longitudinal acceleration and / or the lateral acceleration of the motor vehicle and / or the trailer.

4. The electro-pneumatic structural unit (GSAT) according to claim 3, wherein, the electro-pneumatic structural unit is set up and configured to process, especially in the sense of driving dynamics regulation and / or driving stability regulation, at least some of the electrical signals received on the third electrical structural unit input attachment end (33).

5. The electro-pneumatic structural unit (GSAT) according to claim 3 or 4, wherein, the electro-pneumatic structural unit has at least one first electrical structural unit output attachment end (37) for at least one ABS pressure control valve (90, 110).

6. The electro-pneumatic structural unit (GSAT) according to claim 5, wherein, ABS regulation is implemented in the integrated electronic controller (31), and the ABS regulation is configured to control and output an electrical control signal for the at least one ABS pressure control valve (90, 110) to the first electrical structural unit output attachment end (37) at least according to at least one electrical signal controlled and input on the third electrical structural unit input attachment end (33).

7. The electro-pneumatic structural unit (GSAT) according to claim 6, It is characterized in that the integrated electronic controller (31) is configured to perform at least one of the following regulations in the first redundant framework and / or in the second redundant framework: -ABS regulation, and / or -ASR regulation, and / or -ESP regulation.

8. The electro-pneumatic structural unit (GSAT) according to any one of the above claims, It is characterized in that the electro-pneumatic structural unit further includes a third structural unit device (64) and at least one third pneumatic structural unit output attachment end (4.2, 21.1, 22.1), the third structural unit device has at least one solenoid valve, and the third pneumatic structural unit output attachment end is attached to the third structural unit device (64), wherein the integrated electronic controller (31) is configured to control the third structural unit device (64) according to the electric service brake request signal, so as to generate at least one pneumatic trailer brake pressure for the trailer of the motor vehicle at the third pneumatic structural unit output attachment end (4.2, 21.1, 22.1).

9. The electro-pneumatic structural unit (GSAT) according to any one of the above claims, It is characterized in that the electro-pneumatic structural unit includes a fourth structural unit device (8), the fourth structural unit device has at least one solenoid valve, wherein the integrated electronic controller (31) is configured to perform at least one compressed air preparation function by controlling the fourth structural unit device (8).

10. The electro-pneumatic structural unit (GSAT) according to claim 9, It is characterized in that the electro-pneumatic structural unit has at least one structural unit reserve attachment end (21, 22) connected to the fourth structural unit device (8) for supplying compressed air to at least one compressed air reserve (4, 6).

11. An electro-pneumatic braking device (1) for a motor vehicle, the motor vehicle being suitable for coupling a trailer, the electro-pneumatic braking device at least comprises: a) the electro-pneumatic structural unit (GSAT) according to any one of the above claims, b) an electro-pneumatic service braking device (EBS), the electro-pneumatic service braking device at least includes: b1) a main service brake controller (14), b2) at least one electro-pneumatic pressure regulating module (16, 36), the electro-pneumatic pressure regulating module is electrically controlled by the main service brake controller (14), and b3) at least one service brake cylinder (48, 50), the service brake cylinder is attached to the pneumatic pressure regulating module output attachment end of the pressure regulating module (16, 36), wherein, the main service brake controller (14) electrically controls the pressure regulating module (16, 36) according to an electric service brake request signal so as to control the output of the main service brake pressure at the pressure regulating module output attachment end.

12. The electro-pneumatic braking device according to claim 11, It is characterized in that The electro-pneumatic brake device has an electro-pneumatic parking brake device, which at least includes at least one pneumatic spring energy storage brake cylinder (94), an electro-mechanical parking brake operating device (98), an electronic controller (31) of the electro-pneumatic structural unit (GSAT), and a second structural unit device (66). The pneumatic spring energy storage brake cylinder is attached to the output attachment ends (28.1, 28.2, 28.3) of the second pneumatic structural unit. Wherein, the electronic controller (31) of the electro-pneumatic structural unit (GSAT) controls the second structural unit device (66) of the electro-pneumatic structural unit (GSAT) according to the electro-pneumatic parking brake request signal generated by the electro-mechanical parking brake operating device (98) and input to the second electrical structural unit input attachment end (25) of the electro-pneumatic structural unit (GSAT), so as to control and output the pneumatic parking brake pressure to at least one pneumatic spring energy storage brake cylinder (94) at the output attachment ends (28.1, 28.2, 28.3) of the second pneumatic structural unit.

13. The electro-pneumatic brake device according to claim 11 or 12, characterized in that the electro-pneumatic brake device has at least one of the following sensors: a) at least one wheel speed sensor (56), which is configured and arranged to generate a signal related to the wheel speed, and / or b) at least one rotational speed sensor, which is configured and arranged to generate a signal related to the rotational speed, and / or c) at least one steering angle sensor, which is configured and arranged to generate a signal related to the steering angle, and / or d) at least one acceleration sensor, which is configured and arranged to generate a signal related to the longitudinal acceleration and / or lateral acceleration.

14. The electro-pneumatic brake device according to claim 13, characterized in that the electro-pneumatic structural unit (GSAT) is configured and arranged to directly receive and process the signals of the at least one sensor at the third electrical structural unit input attachment end (33). Wherein, a) the at least one wheel speed sensor (56) is attached to the third electrical structural unit input attachment end (33) of the electro-pneumatic structural unit (GSAT), and / or b) the at least one rotational speed sensor is attached to the third electrical structural unit input attachment end (33) of the electro-pneumatic structural unit (GSAT), and / or c) the at least one steering angle sensor is attached to the third electrical structural unit input attachment end (33) of the electro-pneumatic structural unit (GSAT), and / or d) the at least one acceleration sensor is attached to the third electrical structural unit input attachment end (33) of the electro-pneumatic structural unit (GSAT).

15. The electro-pneumatic brake device according to claim 13, characterized in that The electro-pneumatic structural unit (GSAT) is configured and set up to process and indirectly receive, in particular via a data bus, the signals of the at least one sensor from further electronic controllers of the motor vehicle, and the electro-pneumatic structural unit (GSAT) and the further electronic controllers are attached to the data bus.

16. The electro-pneumatic brake device according to any one of claims 10 to 15, characterized in that the electro-pneumatic brake device comprises at least one first ABS pressure control valve (90), which is arranged between the pressure regulation module output attachment of the pressure regulation module (16, 36) and the pneumatic service brake cylinder (48, 50).

17. The electro-pneumatic brake device according to claim 16, characterized in that a) in normal operation, the first ABS pressure control valve (90) is controlled by the main service brake controller (14) according to an electrical signal such that the first ABS pressure control valve adapts the main service brake pressure controlled at the pressure regulation module output attachment in the sense of brake slip rate regulation, and b) in the framework of the first redundancy, the first ABS pressure control valve is controlled by the integrated electronic controller (31) according to an electrical signal such that the first ABS pressure control valve adapts the redundant service brake pressure in the sense of brake slip rate regulation.

18. The electro-pneumatic brake device according to any one of claims 10 to 17, characterized in that the electro-pneumatic brake device comprises at least one second ABS pressure control valve (110) in a pneumatic pressure line (24) between a first structural unit output attachment (51, 52) and a pneumatic input of at least one electro-pneumatic pressure regulation module (16).

19. The electro-pneumatic brake device according to claim 18, characterized in that in the framework of the first redundancy, the second ABS pressure control valve (110) is controlled by the integrated electronic controller (31) according to an electrical signal such that the second ABS pressure control valve adapts the redundant service brake pressure in the sense of brake slip rate regulation.

20. The electro-pneumatic brake device according to claim 18 or 19, characterized in that a "brake" connection head (70) is attached to a third pneumatic structural unit output attachment (21.1).

21. The electro-pneumatic brake device according to claim 20, characterized in that the electro-pneumatic structural unit (GSAT) is configured and set up to generate a brake pressure for the trailer at the third pneumatic structural unit output attachment (21.1), and the brake pressure for the trailer is regulated or controlled with respect to the driving stability and / or driving dynamics of the motor vehicle and / or the trailer.

22. The electro-pneumatic brake device according to any one of claims 10 to 21, characterized in that The electro-pneumatic structural unit (GSAT) and in particular the integrated electronic controller (31) of the electro-pneumatic structural unit (GSAT) are configured and set up to modulate the pneumatic brake pressure controlled at the output attachment ends (28.1, 28.2, 28.3) of the second structural unit, in particular in the second redundant framework, in the sense of brake slip regulation.

23. The electro-pneumatic braking device according to any one of claims 10 to 22, characterized in that a foot brake module (2) and / or an autopilot device is provided, which generates the electrical service brake request signal.

24. The electro-pneumatic braking device according to any one of claims 10 to 23, characterized in that the integrated electronic controller (31) monitors the faults of the main service brake controller (14) and / or the pressure regulating module (16, 36), and activates the first redundancy in the event of a fault being determined.

25. The electro-pneumatic braking device according to any one of claims 10 to 24, characterized in that a first electrical energy source is provided, which is independent of the second electrical energy source, where a) the main service brake controller (14) and the pressure regulating module (16, 36) are supplied with electrical energy by the first electrical energy source, and where b) the electro-pneumatic structural unit (GSAT) is supplied with electrical energy by the second electrical energy source.

26. A vehicle, in particular a towing vehicle configured for coupling a trailer, having the electro-pneumatic braking device (1) according to at least one of claims 10 to 25.

Images