Electropneumatic operation brake device for vehicle

Abstract

The invention relates to an electropneumatic operating brake device (1) for a vehicle, at least comprising: at least one first pneumatic operating brake cylinder (BZ1) which can be acted upon by a first operating brake pressure (p1) and at least one second pneumatic operating brake cylinder (BZ2) which can be acted upon by a second operating brake pressure (p2); a foot brake control mechanism (5); a pneumatic foot brake valve device (FBV; fBM) for generating a first control pressure (Stp1) and a second control pressure (Stp2) as a function of actuation of the foot brake actuation mechanism (5); an electronic operational brake controller (EBS-ECU) constructed and arranged to generate an electric control signal indicative of a desired operational brake pressure in dependence on the electric brake request signal; a first electro-pneumatic solenoid valve device (2C-EVO) which is arranged and designed to be electrically controllable by means of an electric control signal or to be pneumatically controllable by means of a first control pressure (Stp1); a second electropneumatic solenoid valve device (FAM) controlled by the electronic operating brake controller (EBS-ECU) and configured to generate a second operating brake pressure (p2) for at least one second operating brake cylinder (BZ2). According to the invention, the second electropneumatic solenoid valve device (FAM) is designed differently from the pressure control module in such a way that a second operating brake pressure (p2) for the at least one second operating brake cylinder (BZ2) can be generated in a plurality of operating modes, the operating mode ensures redundant generation of the second operating brake pressure (p2) and stability and / or driving dynamics regulation.

Description

Technical Field

[0001] The present invention relates to an electro-pneumatic service brake device for a vehicle, in particular for a towing vehicle equipped for trailer operation, according to the preamble of claim 1, and to a vehicle equipped with such an electro-pneumatic service brake device, in particular a towing vehicle equipped for trailer operation, according to claim 20. Background Art

[0002] Electro-pneumatic service brake devices of this kind are known, for example, from DE 10 2007 020 881 A1. A typical architecture of an electronically regulated braking system EBS is described therein, which braking system has a foot brake module (FBM), an electronic service brake controller (EBS-ECU), and intelligent single-channel and 2K-channel pressure regulation modules on the front and rear axles. Through this braking system, sensitive electronic regulation of the braking pressure on all axles and trailers and all known braking functions can be presented, but the price is relatively high. On the other hand, traditional pneumatically controlled braking devices are known, which although capable of implementing all braking functions related to driving dynamics, such as ABS, ASR, ESP, or emergency braking AEBS, cannot achieve sensitive braking force regulation for each axle due to open-loop pressure control. Summary of the Invention

[0003] In contrast, the task underlying the present invention is to provide an electro-pneumatic service brake device that provides a relatively high functional range with low overhead. Similarly, a towing vehicle equipped for trailer operation having such an electro-pneumatic service brake device should be provided.

[0004] According to the present invention, this task is solved by the features of claims 1 and 20.

[0005] The starting point of the present invention is an electro-pneumatic service brake device for a towing vehicle equipped for trailer operation, which at least includes:

[0006] a) at least one first pneumatic service brake cylinder BZ1 that can be loaded with a first service brake pressure p1 and at least one second pneumatic service brake cylinder BZ2 that can be loaded with a second service brake pressure p2,

[0007] b) a foot brake actuating mechanism,

[0008] c) a pneumatic foot brake valve device having a first pneumatic channel and a second pneumatic channel, the first pneumatic channel being arranged and configured to generate a first control pressure Stp1 according to the actuation of the foot brake actuating mechanism, and the second pneumatic channel being arranged and configured to generate a second control pressure Stp2 according to the actuation of the foot brake actuating mechanism,

[0009] d) An electric braking request signal generator, which is arranged and constructed to generate an electric braking request signal according to the operation of the foot braking actuating mechanism.

[0010] e) An electronic service braking controller EBS-ECU, which is constructed and arranged to generate an electric control signal according to the electric braking request signal, and the electric control signal represents the desired service braking pressure.

[0011] f) A first electro-pneumatic solenoid valve device 2C-EVO, which is supplied with compressed air from a first compressed air container and is arranged and constructed to be electrically controlled by the electric control signal or pneumatically controlled by a first control pressure Stp1, so as to output a first service braking pressure p1 for the at least one first pneumatic brake cylinder BZ1 at a first output connection, and the first service braking pressure is particularly modulated by a first pressure control valve PCV1.

[0012] g) A second electro-pneumatic solenoid valve device FAM, which is supplied with compressed air from a second compressed air container and is controlled by the electronic service braking controller EBS-ECU, and is constructed such that the second electro-pneumatic solenoid valve device generates a second service braking pressure p2 for the at least one second pneumatic brake cylinder BZ2 at a second output connection.

[0013] h) At least one second pressure control valve PCV2, which can be controlled by the electronic service braking controller EBS-ECU to modulate the second service braking pressure p2 for the at least one second pneumatic brake cylinder BZ2.

[0014] Herein, the feature of the present invention is that

[0015] i) The second electro-pneumatic solenoid valve device FAM is constructed and controlled by the electronic service braking controller EBS-ECU such that the second service braking pressure p2 for the at least one second pneumatic brake cylinder BZ2

[0016] i1) In a first operating mode, is generated as a first option according to the first service braking pressure p1 or as a second option according to a second control pressure Stp2, wherein the first option and the second option are compulsorily present, or

[0017] i2) In a second operating mode, is formed by a second reserve pressure pV2 present in a second compressed air reservoir, particularly increased in quantity by a relay valve RV.

[0018] The first and second pressure control valves PCV1 and PCV2 are preferably common ABS pressure control valves, each having two diaphragm valves as intake valves and exhaust valves, and each diaphragm valve is electrically pre-controlled by a two-way two-position solenoid valve. Here, the first and second operating braking pressures p1, p2 are modulated, i.e., periodically reduced, maintained, and increased, as needed (i.e., in the case of driving instability), by means of the first and second pressure control valves PCV1 and PCV2.

[0019] The electro-pneumatic operating braking device proposed here represents a "hybrid braking system" because the hybrid braking system is embodied by the electro-pneumatic operating brake controller EBS-ECU and the first electro-pneumatic solenoid valve device, including a part of a typically electronically regulated braking system (EBS), and the first electro-pneumatic solenoid valve device is formed in particular by a single-channel or multi-channel pressure regulating module. On the other hand, the first electro-pneumatic solenoid valve device is different from the pressure regulating modules common in EBS because it has fewer components and other components than such pressure regulating modules. Thereby, significant cost savings are achieved on the one hand.

[0020] On the other hand, all requirements regarding redundant actuation of the brake circuit are met by the electro-pneumatic operating braking device proposed here. Last but not least, the electro-pneumatic operating braking device proposed here ensures a series of control and regulation possibilities, especially in terms of stability and / or driving dynamics regulation.

[0021] Specifically, in the first operating mode, these two options achieve the required dual-circuit nature of the service brake at the second brake cylinder supplied with service braking pressure by the second electro-pneumatic solenoid valve device FAM, where the second brake cylinder is arranged, for example, on the front axle of the towing vehicle. For example, if the first brake circuit (in which, as a first option, a first service braking pressure p1 is generated especially for the rear axle brake cylinder and which is thus especially the rear axle brake circuit) fails due to a leak in the compressed air supply from the first compressed air reservoir, then the first service braking pressure p1 can no longer be generated or can be generated in an insufficient manner, so that the first option fails. Here, however, the second service braking pressure p2 can still be generated as a second option by the second electro-pneumatic solenoid valve device FAM according to the second control pressure Stp2. Then, in both cases (the first option and the second option), the second service braking pressure p2 can be modulated by the at least one second pressure control valve PCV2 (especially controlled by the electronic service brake controller EBS-ECU) to implement, for example, stability and / or driving dynamics regulation, such as ABS, ASR, and / or ESP. Therefore, "the first option and the second option are compulsorily present" means that, due to the required dual-circuit nature, these two options must in principle be implementable or given. Therefore, the second electro-pneumatic solenoid valve device FAM can in principle be constructed and controlled by the electronic service brake controller EBS-ECU such that a switchover from the first option to the second option and vice versa can be achieved.

[0022] In particular, in the first operating mode, the second service braking pressure p2 can correspond to the first service braking pressure p1 according to the first option and / or to the second control pressure Stp2 according to the second option, for example, by increasing the amount respectively by at least one relay valve or without such an increase in the amount.

[0023] The provided first and second pressure control valves PCV1 and PCV2 ensure the modulation of the first and second service braking pressures p1 and p2 such that the stability and / or driving dynamics regulation of the towing vehicle can be achieved thereby. Optionally, the trailer braking pressure can also be modulated in the sense of stability and / or driving dynamics regulation by means of a third pressure control valve PCV3, provided that the trailer control module TCM is not (also) controlled for this purpose.

[0024] By means of the set second operating mode, the failure reliability of the running brake is further improved, and circuit separation is ensured even when there is still the possibility of stability or driving dynamics regulation. Because it may also occur that, in the first operating mode, a switchover from the first option to the second option or vice versa cannot be achieved due to technical reasons, for example because the solenoid valve for performing this switchover is faulty. Here, with the aid of the second operating mode, the relevant brake circuit can still be operated. In this case, the second operating brake pressure p2 can also be modulated by the at least one second pressure control valve PCV2 (especially controlled by the electronic running brake controller EBS-ECU) in order to implement, for example, stability and / or driving dynamics regulation such as ABS, ASR and / or ESP. The switchover from the first operating mode to the second operating mode can be effected in particular by energizing or de-energizing at least one solenoid valve of the second electro-pneumatic solenoid valve device FAM, especially controlled by the electronic running brake controller EBS-ECU.

[0025] Since the second electro-pneumatic solenoid valve device FAM is preferably implemented as a structural unit and especially only includes two solenoid valves (especially two two-way three-port solenoid valves) and optionally may also include a relay valve, but is implemented differently from or differently to the common pressure regulation module in that it does not have an integrated standby solenoid valve (two-way two-port solenoid valve) and / or does not have an integrated electronic control device and / or does not have an integrated pressure sensor, the structure of the second electro-pneumatic solenoid valve device FAM is simpler than that of the single-channel pressure regulation module which is usually installed on the front axle in other cases.

[0026] According to a preferred embodiment, the second electro-pneumatic solenoid valve device FAM is configured and controlled by the electronic running brake controller EBS-ECU such that a first option or a second option is preset in the first operating mode. For the case where the second electro-pneumatic solenoid valve device FAM includes at least one spring-preloaded solenoid valve, this can be achieved by the switching position in which the spring preloading takes effect, or however can also be achieved by presetting the energization of such a solenoid valve.

[0027] As mentioned before, at least one stability and / or driving dynamics regulation can be implemented into the electronic running brake controller EBS-ECU, wherein

[0028] a) during a braking process without activated stability and / or driving dynamics regulation, the second operating brake pressure p2 for the at least one second operating brake cylinder BZ2 is generated in the first operating mode and, for example, according to the second option (alternatively according to the first option), and

[0029] b) During a braking process with activated stability and / or driving dynamics regulation, a second operating braking pressure p2 for the at least one second operating brake cylinder BZ2 is generated in a second operating mode.

[0030] Preferably, the stability and / or driving dynamics regulation may also include at least one of the following regulations: braking slip regulation (ABS), drive slip regulation (ASR), driving stability regulation (ESP). However, this listing is not exhaustive. The term "stability and / or driving dynamics regulation" should be interpreted broadly and includes any automatic intervention in particular on the driving behavior of the towing vehicle (to ensure its driving stability).

[0031] Preferably, the second electro-pneumatic solenoid valve device FAM may also be included in the following structural unit, which has a first pneumatic connection P41 for the second control pressure Stp2, a second pneumatic connection P42 for the first operating braking pressure p1, a reservoir connection 21 for the second reservoir pressure present in the second compressed air reservoir 17, a second output connection for the second operating braking pressure p2, and at least one electrical control connection controlled by the electronic operating brake controller EBS-ECU.

[0032] Preferably, the second electro-pneumatic solenoid valve device may at least include:

[0033] a) At least one first two-way three-way solenoid valve MV1 and at least one second two-way three-way solenoid valve MV2, in particular only including these two solenoid valves, where

[0034] b) The first inlet of the first two-way three-way solenoid valve MV1 is connected to the first pneumatic connection P41, while its second inlet is connected to the second pneumatic connection P42, and its first outlet is connected to the first inlet of the second two-way three-way solenoid valve MV2, where

[0035] c) The second inlet of the second two-way three-way solenoid valve MV2 is connected to the reservoir connection and outputs the second operating braking pressure p2 at the second output connection according to the pressure to occur at the second outlet of the second two-way three-way solenoid valve MV2.

[0036] Here,

[0037] a) The first two-way three-way solenoid valve MV1 can connect the first outlet to the first inlet of the first two-way three-way solenoid valve MV1 in the first switching position MV1 / I and to the second inlet of the first two-way three-way solenoid valve MV1 in the second switching position MV1 / II, and

[0038] b) The second two-position three-way solenoid valve MV2 can connect the second outlet to the first inlet of the second two-position three-way solenoid valve MV2 in the first switching position MV2 / I and to the second inlet of the second two-position three-way solenoid valve MV2 in the second switching position MV2 / II.

[0039] Preferably, the first two-position three-way solenoid valve MV1 is de-energized by the electronic running brake controller EBS-ECU, in particular, to occupy its first switching position MV1 / I, and is energized to occupy its second switching position MV1 / II. Further preferably, the second two-position three-way solenoid valve MV2 is de-energized by the electronic running brake controller EBS-ECU, in particular, to occupy its first switching position MV2 / I, and is energized to occupy its second switching position MV2 / II. Instead of or in addition to the electronic running brake controller EBS-ECU, any electronic controller can de-energize / energize the two two-position three-way solenoid valves MV1 and MV2.

[0040] A relay valve RV can also be connected between the second outlet of the second two-position three-way solenoid valve MV2 and the second output connection. The relay valve is supplied with compressed air by the second compressed air reservoir and is controlled by the pressure present at the second outlet of the second two-position three-way solenoid valve MV2. The relay valve can then ensure the above-mentioned quantitative increase in the second control pressure Stb2 and / or the first running brake pressure p1. However, this relay valve is optional.

[0041] According to an extended embodiment, at least one throttle can also be arranged in the flow connection between the second inlet of the first two-position three-way solenoid valve MV1 and the second pneumatic connection of the second electro-pneumatic solenoid valve device FAM. With such a throttle, for example, in the case of a solenoid valve leak in the second electro-pneumatic solenoid valve device FAM, the flow of compressed air from one brake circuit to another can be prevented.

[0042] The first electro-pneumatic solenoid valve device 2C-EVO also includes a pressure regulating module with a local electronic control device and at least one pressure sensor, by means of which the first operating braking pressure p1 can be adjusted to a desired operating braking pressure. The pressure regulating module also includes an intake / exhaust valve combination and a relay valve pneumatically controlled by this combination. The pressure regulating module is electrically controlled in particular at the electrical connection by an electrical control signal input by the electronic operating brake controller and pneumatically controlled at the pneumatic connection by a first control pressure Stp1. The pressure sensor integrated in the pressure regulating module measures the actual operating braking pressure output by the relay valve here and reports the corresponding value to the local integrated control device, which here controls the intake / exhaust valve combination such that the first actual operating braking pressure is compared with the desired operating braking pressure represented by the electrical control signal. The pressure regulating module is first electrically controlled by an electrical control signal. In the event of an electrical system failure or a fault, pneumatic control by a second pneumatic control pressure comes into play, which is here switched to the control connection of the relay valve by a standby solenoid valve that opens without current in order for the relay valve to generate the first operating braking pressure p1 here. Thus, the pressure regulating module itself corresponds in this respect to common pressure regulating modules of the prior art.

[0043] Preferably, the first electro-pneumatic solenoid valve device 2C-EVO is formed by a 2-channel pressure regulating module, where each channel includes the above-mentioned components and adjusts the first operating braking pressure (p1) on the respective wheel of the axle, preferably on the rear axle.

[0044] According to an expansion scheme, the electric braking request signal generator at least includes:

[0045] a) An electronic operating brake controller EBS-ECU and at least one pressure sensor PS1, PS2, which are configured and arranged to detect the first control pressure Stp1 and / or the second control pressure Stp2, where the electronic operating brake controller EBS-ECU forms an electric braking request signal based on the first control pressure and / or the second control pressure, and / or

[0046] b) An electronic operating brake controller EBS-ECU and an electric braking value transmitter of the foot brake module FBM, which detects the actuation degree of the foot brake actuating mechanism, where the electronic operating brake controller EBS-ECU forms an electric braking request signal based on the actuation degree.

[0047] A first pressure control valve PCV1 that can be controlled by the electronic operating brake controller EBS-ECU can also be arranged between the first electro-pneumatic solenoid valve device 2C-EVO and the at least one first brake cylinder BZ1, and the first pressure control valve is configured and arranged to modulate the first operating braking pressure p1.

[0048] Similarly, a second pressure control valve PCV2 that can be electrically controlled by the electronic service brake controller EBS-ECU can also be arranged between the second electro-pneumatic solenoid valve device FAM and the at least one second brake cylinder BZ2. The second pressure control valve is configured and arranged to modulate the second service brake pressure p2.

[0049] In an electro-pneumatic service brake device, at least the following components can be provided to generate a trailer brake pressure for braking a trailer:

[0050] a) An electro-pneumatic trailer control module TCM with at least one solenoid valve, which is supplied with compressed air by a first compressed air reservoir or a second compressed air reservoir or another compressed air reservoir, and can be electrically controlled by the electronic service brake controller EBS-ECU and pneumatically controlled by a first control pressure Stp1 or a second control pressure Stp2.

[0051] b) A trailer control valve TCV, which is configured and arranged to be pneumatically controlled by a first service brake pressure p1 or a second service brake pressure p2 and pneumatically controlled by a first control pressure Stp1 or a second control pressure Stp2, and is supplied with compressed air by a first compressed air reservoir or a second compressed air reservoir or another compressed air reservoir.

[0052] In case a), the modulation of the trailer brake pressure in the sense of stability and / or ride dynamics regulation can be carried out by corresponding control of the electro-pneumatic trailer control module TCM by means of the electronic service brake controller, because the electro-pneumatic trailer control module TCM includes an intake / exhaust solenoid valve combination that allows such modulation.

[0053] In case b), a third pressure control valve PCV3 can be connected upstream of the trailer control valve TCV to at least modulate the second service brake pressure p2, especially in the sense of stability or ride dynamics regulation. Therefore, when needed (i.e., in case of unstable driving), the second service brake pressure p2 (which forms the control pressure for the trailer control valve PCV) is modulated by means of the third pressure control valve PCV3, i.e., periodically reduced, maintained, and increased.

[0054] In an electro-pneumatic service brake device, the following structural unit can also be provided, which at least includes the electronic service brake controller EBS-ECU and the first electro-pneumatic solenoid valve device 2C-EVO, especially the pressure regulation module. Here, the routines for service brake control / regulation can be integrated into the local control device of the pressure regulation module.

[0055] Alternatively, at least the electronic service brake controller EBS-ECU can also be a separate and integrated component. As a further alternative, the control and regulation routines of the electronic service brake controller EBS-ECU can also be distributed over a plurality of electronic control units. At least a part of the control and regulation routines of the electronic service brake controller EBS-ECU can also be implemented in an electronic control unit which otherwise performs functions different from brake control and regulation, such as parking brake control, compressed air treatment control, stability control and / or air spring control.

[0056] In the electro-pneumatic service brake device,

[0057] a) The first brake circuit can also at least include a first solenoid valve device 2C-EVO, a first pneumatic passage, the at least one first pressure control valve PCV1 and the at least one first service brake cylinder BZ1, and

[0058] b) The second brake circuit can also at least include a second solenoid valve device FAM, a second pneumatic passage, the at least one second pressure control valve PCV2 and the at least one second service brake cylinder BZ2.

[0059] The invention also relates to a vehicle, in particular a towing vehicle equipped for trailer operation, which has the above-described electro-pneumatic service brake device. Description of the Drawings

[0060] Below, embodiments of the invention are shown in the drawings and explained in more detail in the following description. Shown in the drawings:

[0061] Figure 1 A schematic circuit diagram of a first embodiment of an electro-pneumatic service brake device according to the invention, which has a front axle module FAM, a purely pneumatic foot brake valve FBV and a purely pneumatic trailer control valve TCV;

[0062] Figure 2 A schematic circuit diagram of a second embodiment of an electro-pneumatic service brake device according to the invention, which has a front axle module FAM, an electro-pneumatic foot brake module FBM and a purely pneumatic trailer control valve TCV;

[0063] Figure 3 A schematic circuit diagram of a third embodiment of an electro-pneumatic service brake device according to the invention, which has a front axle module FAM, an electro-pneumatic foot brake module FBM and an electro-pneumatic trailer control module TCM;

[0064] Figure 4 An exemplary embodiment of the front axle module FAM is shown. Detailed Description of the Invention

[0065] Figure 1 Fig. shows a schematic circuit diagram of a first embodiment of an electro-pneumatic service brake device 1 according to the present invention, which has a first electro-pneumatic solenoid valve device 2C-EVO, a second electro-pneumatic solenoid valve device FAM, and here, for example, a purely pneumatic foot brake valve FBV and a purely pneumatic trailer control valve TCV. The electro-pneumatic service brake device 1 is here, for example, installed in a towing vehicle having a steered front axle 2 and two rear axles (i.e., a first rear axle 3 and a second rear axle 4).

[0066] For example, two first pneumatic service brake cylinders BZ1 that can be loaded by a first service brake pressure p1 are arranged on the front axle 2, and the first pneumatic service brake cylinders actuate the first wheel brakes on the front axle. Similarly, here, for example, second pneumatic service brake cylinders BZ2 that can be loaded by a second service brake pressure p2 are respectively arranged on the two rear axles 3, 4 to actuate the second wheel brakes on the wheels of the rear axles. For example, a so-called combination cylinder is arranged on the first rear axle 3, which consists of a second service brake cylinder BZ2 and a spring energy storage brake cylinder, in order to implement a parking brake that is not of interest here by means of the spring energy storage brake cylinder.

[0067] The purely pneumatic foot brake valve FBV is provided with a foot brake actuating mechanism 5 and has a first foot brake valve component with a first pneumatic passage 6, which is arranged and configured to generate a first control pressure Stp1 in a first control line 7 according to the actuation of the foot brake actuating mechanism 5. In addition, a second foot brake valve component with a second pneumatic passage 8 is present in the foot brake valve FBV, which is arranged and configured to generate a second control pressure Stp2 in a second control line 9 according to the actuation of the foot brake actuating mechanism 5.

[0068] Furthermore, there is an electric braking request signal generator, which includes, for example, two pressure sensors here, namely a first pressure sensor 10 in the first control line 7 for detecting the first control pressure Stp1, and a second pressure sensor in the second control line 9 for detecting the second control pressure Stp2 and inputting the corresponding pressure signals into the electronic running brake controller EBS-ECU via a signal line not shown here. Since the first control pressure Stp1 and the second control pressure Stp2 are generated according to the operation of the foot brake actuating mechanism 5, the output signals of the pressure sensors 10, 11 also depend on the operation and can thus be interpreted as or converted into an electric braking request signal in the electronic running brake controller EBS-ECU. The values of the first control pressure Stp1 and the second control pressure Stp2 can also be mutually verified for credibility in the electronic running brake controller EBS-ECU, for example. Mean value calculation or weighting can also be provided. Instead of the two pressure sensors 10, 11, only one pressure sensor can also be provided, which measures the first control pressure Stp1 or the second control pressure Stp2 here.

[0069] The electronic running brake controller EBS-ECU is constructed and arranged to generate an electric control signal according to the pressure signal or according to the electric braking request signal preferably formed from the pressure signal in the electronic running brake controller EBS-ECU, and this electric control signal represents the desired running brake pressure for the first running brake pressure p1 and the second running brake pressure p2.

[0070] The first electro-pneumatic solenoid valve device 2C-EVO is constructed to adjust the first running brake pressure p1, for example on two rear axles here, to the desired running brake pressure. For this purpose, the first electro-pneumatic solenoid valve device 2C-EVO can be constructed, for example, as a 2-channel pressure regulating module, which has an integrated electronic control device and a corresponding pressure sensor on each channel. In order to input the electric control signal into the 2-channel pressure regulating module, the electrical connection of the 2-channel pressure regulating module is connected to the electronic running brake controller (EBS-ECU) via a signal line not shown here.

[0071] The two-channel pressure regulating module also includes, for each channel, an inlet / outlet valve combination, a relay valve pneumatically controlled by this combination, and a standby solenoid valve for pneumatic control. The two-channel pressure regulating module is electrically controlled by an electrical control signal input by an electronic service brake controller EBS-ECU at an electrical connection (not shown), and is pneumatically controlled at a pneumatic connection 12 by a first control pressure Stp1 guided in a first control line 7. Here, a pressure sensor integrated in the two-channel pressure regulating module measures the actual service brake pressure output by the relay valve and reports the corresponding value to the integrated electronic control device, which, for each channel, controls the inlet / outlet valve combination such that two first actual service brake pressures p1 are compared with the desired service brake pressure represented by the electrical control signal.

[0072] The two-channel pressure regulating module is first electrically controlled by an electrical control signal. In the event of an electrical system failure or a fault, pneumatic control by the first pneumatic control pressure Stp1 takes effect, and this first pneumatic control pressure is switched over to the control connection of the relay valve via a standby solenoid valve that opens without current, so that the relay valve generates a first service brake pressure p1 here. The two-channel pressure regulating module is arranged, for example, on a first rear axle 3, but regulates the first service brake pressure p1 on a first service brake cylinder BZ2 of the first rear axle 3 and a second rear axle 4, where the respective channels are assigned to two vehicle-side wheels. On the reserve side, the two-channel pressure regulating module is supplied with compressed air by a first compressed air reservoir 13 via a first reserve line 14. The two-channel pressure regulating module itself corresponds to a common two-channel pressure regulating module in the prior art.

[0073] A first brake line is led out between the first output connections 15 of the two-channel pressure regulating module, and a first pressure control valve PCV1 is arranged in the first brake line, which is controlled by the electronic service brake controller EBS-ECU in order to modulate the first service brake pressure p1, in particular in the sense of stability and / or driving dynamics regulation (such as ABS, ASR, and / or ESP).

[0074] Here, the electronic service brake controller EBS-ECU and the two-channel pressure regulating module form a structural unit, for example, and routines for service brake control / regulation including stability and / or driving dynamics regulation are implemented in the integrated electronic control device of the two-channel pressure regulating module, and pressure regulation is also achieved by this two-channel pressure regulating module.

[0075] Furthermore, a second electro-pneumatic solenoid valve device FAM is provided, which is supplied with compressed air by a second compressed air reservoir 17 via a second reserve line 18 and is electrically controlled by an electronic service brake controller EBS-ECU, and is configured such that the second electro-pneumatic solenoid valve device outputs a second service brake pressure p2 for two second service brake cylinders BZ2 on the front axle at a second output connection 19. Here, a second pressure control valve PCV2 is also arranged in a second brake line 20 branched between the second output connection 19 and the second service brake cylinder BZ2, and the second pressure control valve can be controlled by the electronic service brake controller (EBS-ECU) to modulate the second service brake pressure p2, again particularly in the sense of the aforementioned stability or driving dynamics regulation.

[0076] Here, preferably, the second electro-pneumatic solenoid valve device FAM is a structural unit arranged on the front axle 2, which has a first pneumatic connection P41 for a second control pressure Stp2, a second pneumatic connection P42 for a first service brake pressure p1, a reservoir connection 21 for the second reserve line 18 branched from the second compressed air reservoir 17, a second output connection 19 for the second service brake pressure p2, and an electrical control connection 22 for electrical control by the electronic service brake controller EBS-ECU. Thus, the second electro-pneumatic solenoid valve device FAM is electrically and double-pneumatically controllable, wherein each pneumatic control constitutes its own pneumatic brake circuit.

[0077] In the electro-pneumatic service brake device 1, the rear axle brake circuit hereby includes a first compressed air reservoir 13, a first electro-pneumatic solenoid valve device 2C-EVO, a first pneumatic passage 6 of a foot brake valve FBV, a first pressure control valve PCV1, and a first service brake cylinder BZ1. The front axle brake circuit includes a second compressed air reservoir 17, a second electro-pneumatic solenoid valve device FAM, a second pneumatic passage 8 of the foot brake valve FBV, a second pressure control valve PCV2, and a second service brake cylinder BZ2. The two brake circuits are hereby both electrically and pneumatically controlled.

[0078] In Figure 1In an embodiment of the electro-pneumatic service brake device 1, in order to generate a trailer brake pressure for braking the trailer, a trailer control valve TCV is provided, which is configured and arranged, for example, to be pneumatically controlled in a pneumatic dual-circuit manner here (i.e., on the one hand by means of the second service brake pressure p2 in the second brake line 20 and by means of the first control pressure Stp1 in the first control pressure line), and is supplied with compressed air by another compressed air reservoir not shown here. In the second brake line 20 leading from the second outlet connection 19 of the second electro-pneumatic solenoid valve device FAM to the pneumatic connection of the trailer control valve TCV, a third pressure control valve PCV3 is preferably connected, which is controlled by the electronic service brake controller EBS-ECU to modulate the second service brake pressure p2, especially in the sense of stability or driving dynamics regulation. Thereby, the trailer brake pressure generated by the trailer control valve PCV based on the second service brake pressure p2 can also be modulated in the sense of stability and / or driving dynamics regulation.

[0079] As can be seen from Figure 4 As can be seen from the figure, the second electro-pneumatic solenoid valve device FAM, as a solenoid valve, includes, for example, only two solenoid valves here, namely the first two-way three-position solenoid valve MV1 and the second two-way three-position solenoid valve MV2. The first inlet 23 of the first two-way three-position solenoid valve MV1 is connected to the first pneumatic connection P41, its second inlet 24 is connected to the second pneumatic connection P42, and its first outlet 25 is connected to the first inlet 26 of the second two-way three-position solenoid valve MV2. The second inlet 27 of the second two-way three-position solenoid valve MV2 is connected to the reservoir connection 21, and the second service brake pressure p2 is output at the second outlet connection 19 according to the pressure to occur at the second outlet 28 of the second two-way three-position solenoid valve MV2.

[0080] Here, the first two-way three-position solenoid valve MV1 can connect its first outlet 25 to its first inlet 23 in the first switching position MV1 / I and to its second inlet 24 in the second switching position MV1 / II. The second two-way three-position solenoid valve MV2 connects its second outlet 28 to its first inlet 26 in the first switching position MV2 / I and to its second inlet 27 in the second switching position MV2 / II.

[0081] Preferably, the first two-way three-position solenoid valve MV1 is controlled by the electronic service brake controller EBS-ECU such that it is de-energized to occupy the first switching position MV1 / I and energized to occupy the second switching position MV1 / II. Therefore, the interruption of the current causes the second electro-pneumatic solenoid valve device FAM (as Figure 4 shown) to be controlled by the second control pressure Stp2 generated in the second pneumatic channel 8 of the foot brake valve FBV.

[0082] Here, for example, a relay valve RV is connected between the second outlet 28 of the second two-position three-way solenoid valve MV2 and the second output connection 19. The relay valve is supplied with compressed air by the second compressed air reservoir 17 and is controlled at its control connection 32 by the pressure present at the second outlet 28 of the second two-position three-way solenoid valve MV2. Then, the optional relay valve RV ensures an increase in quantity of the second control pressure Stb2 or the first service brake pressure p1 depending on the switching position of the first two-position three-way solenoid valve MV1.

[0083] Also optionally, a throttle 29 can be arranged in the flow connection between the second inlet 24 of the first two-position three-way solenoid valve MV1 and the second pneumatic connection P42 of the second electro-pneumatic solenoid valve device FAM. By means of such a throttle 29, in the case of an internal leak in the first two-position three-way solenoid valve MV1 for example, compressed air can be prevented from flowing from the pneumatic brake circuit controlled by the first service brake pressure p1 into another pneumatic brake circuit controlled by the second control pressure Stb2.

[0084] Based on the above-described embodiment of the second electro-pneumatic solenoid valve device FAM, which is controlled by the electronic service brake controller EBS-ECU such that the second service brake pressure p2 is generated in the first operating mode and in the first option depending on the first service brake pressure p1 or in the second option depending on the second control pressure Stp2. In Figure 4 the example, these two options are given by the two switching positions MV1 / I and MV1 / II of the first solenoid valve MV1.

[0085] In the second operating mode, the second electro-pneumatic solenoid valve device FAM is controlled by the electronic service brake controller EBS-ECU such that the second service brake pressure p2 is formed by the second reservoir pressure pV2 present in the second compressed air reservoir 17 and optionally increased in quantity by the relay valve RV. As can be seen from Figure 4 it, the second operating mode is produced by switching the second two-position three-way solenoid valve MV2 from the Figure 4 first switching position MV2 / I occupied therein to the second switching position MV2 / II.

[0086] Thereby, a series of redundant possibilities as well as control and adjustment possibilities regarding the service brake pressures p1 and p2 are obtained.

[0087] In the first operating mode, these two options achieve the required dual-circuit nature of the service brake at the second brake cylinder BZ2 supplied with service braking pressure by the second electro-pneumatic solenoid valve device FAM, where the second brake cylinder is arranged here on the front axle 2 of the towing vehicle. For example, if the rear axle brake circuit (in which the first service braking pressure p1 is generated in the first option) fails here, for example due to a leak in the first compressed air reservoir 13, the first service braking pressure p1 can no longer be generated or can only be generated in an insufficient manner, so that the first option fails here. However, in this case, the second service braking pressure p2 can still be generated by the second electro-pneumatic solenoid valve device FAM as the second option according to the second control pressure Stp2. Here, in both cases (the first option and the second option), the second service braking pressure p2 can be modulated by the electronic service brake controller EBS-ECU in a manner controlled by means of the second pressure control valve PCV2 to implement stability and / or driving dynamics regulation, such as ABS, ASR, and / or ESP. Therefore, the second electro-pneumatic solenoid valve device FAM can achieve the switching from the first option to the second option and vice versa by preferably switching the first two-way three-way solenoid valve MV1 with the aid of the electronic service brake controller EBS-ECU. The switching is achieved by energizing or de-energizing the first two-way three-way solenoid valve MV1, in particular with the aid of the electronic service brake controller EBS-ECU.

[0088] By means of the second operating mode provided, the failure reliability of the service brake is further increased, and circuit separation is also ensured in the case where there is still a possibility of stability or driving dynamics regulation. For example, it may also occur that, in the first operating mode, the switching from the first option to the second option or vice versa cannot be achieved for technical reasons, because, for example, the first two-way three-way solenoid valve MV1 provided for this switching is faulty and, for example, jammed. In this case, by means of the second operating mode, the front axle brake circuit can still be operated, for example, by switching the second two-way three-way solenoid valve MV2 from Figure 4The first switching position MV2 / I (which is preferably occupied when power is off) shown is switched, for example by energization, into its second switching position MV2 / II, in particular by the electronic service brake controller EBS-ECU. In this case, the second service brake pressure p2 generated based on the reserve pressure in the second compressed air reservoir 17 can then also be modulated by means of a second pressure control valve PCV2 controlled by the electronic service brake controller EBS-ECU in the sense of stability and / or driving dynamics regulation (such as ABS, ASR and / or ESP) in order to implement stability and / or driving dynamics regulation. Thus, the switching from the first operating mode to the second operating mode and vice versa takes place in particular by energization / de-energization of the second three-way two-position solenoid valve MV2, in particular by means of the electronic service brake controller EBS-ECU.

[0089] In order to identify faults or failures, pressure losses, too low service brake pressures p1, p2, electrical faults or failures in the three-way two-position solenoid valves MV1 and MV2, monitoring routines can be provided. For example, by means of the integrated control device of the 2-channel pressure regulation module 2C-EVO and / or the self-monitoring of the electronic service brake controller EBS-ECU, the functional capabilities of these components can be identified, and the components involved are deactivated here with a fail-silent strategy. Here, the first service brake pressure p1 can no longer be generated in an electrically controlled manner. However, the still fully functional redundant pneumatic actuation of the 2-channel pressure regulation module 2C-EVO by means of the first control pressure Stp1 ensures that the first service brake pressure p1 can still be formed.

[0090] If the fault is a leak in the rear axle brake circuit - which can be identified by the electronic service brake controller EBS-ECU by the subsequent drop in the first control pressure Stp1 (signal of the first pressure sensor 10) - then, for example, the first three-way two-position solenoid valve MV1 is de-energized by the electronic service brake controller EBS-ECU, so that this first three-way two-position solenoid valve automatically switches into its first switching position MV1 / I in a spring-preloaded manner. This results in, as Figure 4 shown, the second electro-pneumatic solenoid valve device FAM being controlled by the second control pressure Stp2.

[0091] Then, the preferably present feature here, namely that the two three-way two-position solenoid valves MV1 and MV2 are spring-preloaded in one of their switching positions and automatically occupy this switching position when de-energized, is used here, for example, to respectively occupy the spring-preloaded switching positions in the event of a current interruption and thus to ensure the further generation of the second service brake pressure p2.

[0092] As described above, at least one stability and / or driving dynamics regulation is implemented in the electronic service brake controller EBS-ECU, such as anti-lock braking system (ABS), acceleration slip regulation (ASR), and / or electronic stability program (ESP). The electronic service brake controller EBS-ECU receives signals from sensors (such as wheel speed sensors 31, steering angle sensors, yaw rate sensors, and / or longitudinal and / or lateral acceleration sensors) for this regulation.

[0093] During a braking process with activated stability or driving dynamics regulation, i.e., when there are sensor signals indicating unstable driving of the towing vehicle and / or the attached trailer, on the rear axles 3, 4, the first pressure control valve PCV1 is controlled by the electronic service brake controller EBS-ECU to modulate the first service brake pressure p1 so that driving stability is re-established.

[0094] On the front axle 2, during a braking process with activated stability and / or driving dynamics regulation, the second service brake pressure p2 is generated, for example, in the second operating mode described above. Here, the second service brake pressure p2 is modulated on the front axle 2 by means of the second pressure control valve PCV2 (controlled hereby by the brake controller EBS-ECU) according to the corresponding stability intervention, i.e., periodically reduced, maintained, and increased. In contrast, during a braking process without activated stability and / or driving dynamics regulation, i.e., when there are sensor signals indicating stable driving of the towing vehicle and / or the attached trailer, the second service brake pressure p2 for the front axle is generated in the first operating mode described above and, for example, according to the second option (controlled by the second control pressure Stp2 at the second control connection P42).

[0095] In Figure 2 the embodiment shown, the difference from the Figure 1 embodiment is that instead of a pure pneumatic foot brake valve FBV, a foot brake module FBM is provided, which has an integrated pneumatic foot brake valve FBV and pneumatic channels 6 and 8 and additionally has an electrical channel 33 in which, for example, by means of at least one rotary potentiometer serving as an electrical brake value transmitter, an electrical brake request signal is generated according to the detected actuation degree of the foot brake actuating mechanism 5. Accordingly, two pressure sensors 10 and 11, which are arranged in the two control lines 7 and 9 in Figure 1 to generate an electrical brake request signal according to the two control pressures Stp1 and Stp2, can be omitted. The remaining components are implemented in the same way as in Figure 1 .

[0096] The Figure 3 embodiment shown in the electro-pneumatic service brake device is based on Figure 2Embodiments. However, in contrast thereto, there is no pneumatic trailer control valve PCV for controlling the brakes of the trailer, but rather an electro-pneumatic trailer control module TCM, which has electro-control possibilities and pneumatic control possibilities similar to those in the pressure regulation module. Similarly, the trailer control module TCM has an integrated inlet / outlet valve combination and a relay valve pneumatically controlled by this combination. In addition, an electro-pneumatic emergency valve and a pressure sensor can also be integrated there for measuring the actual value of the trailer brake pressure output to the coupling head "brake", which actual value is compared here with the desired trailer brake pressure in the sense of pressure regulation, and the desired trailer brake pressure is pre-given to the trailer control module TCM at the electrical connection by an electrical control signal output by the electronic service brake controller EBS-ECU, thereby controlling the dominant electric trailer brake circuit. In the event of failure of the dominant electric trailer brake circuit, a normally closed emergency solenoid valve that is switched to its blocking position when energized switches to its conducting position, and the control interface of the integrated relay valve is connected to the pneumatic interface 30 in this conducting position, and this pneumatic connection is loaded here, for example, by a second control pressure Stp2 via a second control line 9. Then, the trailer control module TCM is pneumatically controlled, for example, by the second control pressure Stp2. The trailer control module TCM is supplied with compressed air, for example, by another compressed air reservoir not shown here. Since the inlet / outlet solenoid valve combination allows modulation of the trailer brake pressure, and when required, this modulation can also be carried out by the electronic service brake controller EBS-ECU in the sense of stability and / or driving dynamics regulation, the Figure 1 and Figure 2 third pressure control valve PCV3 in the embodiment of

[0097] In addition, Figure 2 and Figure 3 the embodiment of Figure 1 implements the functions described for

[0098] List of reference numerals

[0099] 1 Service brake device

[0100] 2 Front axle

[0101] 3 First rear axle

[0102] 4 Second rear axle

[0103] 5 Foot brake actuating mechanism

[0104] 6 First pneumatic channel

[0105] 7 First control line

[0106] 8 Second pneumatic channel

[0107] 9 Second control line

[0108] 10 First pressure sensor

[0109] 11 Second pressure sensor

[0110] 12 Pneumatic connector of 2C-EVO

[0111] 13 First compressed air reservoir

[0112] 14 First reserve pipeline

[0113] 15 First output connector of 2C-EVO

[0114] 16 First brake pipeline

[0115] 17 Second compressed air reservoir

[0116] 18 Second reserve pipeline

[0117] 19 Second output connector of FAM

[0118] 20 Second brake pipeline

[0119] 21 Reservoir connector of FAM

[0120] 22 Electrical control connector of FAM

[0121] 23 First inlet of MV1

[0122] 24 Second inlet of MV1

[0123] 25 First outlet of MV1

[0124] 26 First inlet of MV2

[0125] 27 Second inlet of MV2

[0126] 28 Second outlet of MV2

[0127] 29 Throttle part

[0128] 30 Pneumatic connector of TCM

[0129] 31 Wheel speed sensor

[0130] 32 Pneumatic control connector of relay valve of FAM

[0131] 33 Electrical channel of FBM

[0132] 2C-EVO First electro-pneumatic solenoid valve device

[0133] FAM Second electro-pneumatic solenoid valve device

[0134] FBV Pneumatic foot brake valve

[0135] TCV Pneumatic Trailer Control Valve

[0136] TCM Electronic Pneumatic Trailer Control Module

[0137] PCV1 First Pressure Control Valve

[0138] PCV2 Second Pressure Control Valve

[0139] PCV3 Third Pressure Control Valve

[0140] p1 First Service Braking Pressure

[0141] p2 Second Service Braking Pressure

[0142] Stp1 First Control Pressure

[0143] Stp2 Second Control Pressure

[0144] BZ1 First Pneumatic Service Brake Cylinder

[0145] BZ2 Second Pneumatic Service Brake Cylinder

[0146] EBS-ECU Electronic Service Brake Controller

[0147] P41 First Pneumatic Connector for the Second Control Pressure Stp2

[0148] P42 Second Pneumatic Connector for the First Braking Pressure p1

[0149] RV Relay Valve

[0150] MV1 First 2 / 3-way Solenoid Valve

[0151] MV1 / I First Switching Position of MV1

[0152] MV1 / II Second Switching Position of MV1

[0153] MV2 Second 2 / 3-way Solenoid Valve

[0154] MV2 / I First Switching Position of MV2

[0155] MV2 / II Second Switching Position of MV2

Claims

1. An electro-pneumatic service braking device (1) for a vehicle, in particular for a vehicle equipped for trailer operation, comprising at least: a) at least one first pneumatic service brake cylinder (BZ1) that can be loaded with a first service brake pressure (p1) and at least one second pneumatic service brake cylinder (BZ2) that can be loaded with a second service brake pressure (p2), b) a foot brake actuating mechanism (5), c) a pneumatic foot brake valve device (FBV; FBM) having a first pneumatic passage (6) and a second pneumatic passage (8), the first pneumatic passage being arranged and configured to generate a first control pressure (Stp1) in accordance with the actuation of the foot brake actuating mechanism (5), and the second pneumatic passage being arranged and configured to generate a second control pressure (Stp2) in accordance with the actuation of the foot brake actuating mechanism (5), d) an electric brake request signal generator (10, 11) arranged and configured to generate an electric brake request signal in accordance with the actuation of the foot brake actuating mechanism (5), e) an electronic service brake controller (EBS-ECU) configured and arranged to generate an electric control signal in accordance with the electric brake request signal, the electric control signal representing a desired service brake pressure, f) a first electro-pneumatic solenoid valve device (2C-EVO) supplied with compressed air from a first compressed air reservoir (13) and arranged and configured to be electrically controlled by the electric control signal or pneumatically controlled by the first control pressure (Stp1) so as to output a first service brake pressure (p1) for the at least one first pneumatic brake cylinder (BZ1) at at least one first output connection (15), the first service brake pressure being modulated in particular by at least one first pressure control valve (PCV1), g) a second electro-pneumatic solenoid valve device (FAM) supplied with compressed air from a second compressed air reservoir (17) and controlled by the electronic service brake controller (EBS-ECU), and configured such that the second electro-pneumatic solenoid valve device generates the second service brake pressure (p2) for the at least one second pneumatic service brake cylinder (BZ2) at at least one second output connection (19), h) at least one second pressure control valve (PCV2) that can be controlled by the electronic service brake controller (EBS-ECU) to modulate the second service brake pressure (p2) for the at least one second pneumatic service brake cylinder (BZ2), characterized in that i) the second electro-pneumatic solenoid valve device (FAM) is configured and controlled by the electronic service brake controller (EBS-ECU) such that the second service brake pressure (p2) for the at least one second pneumatic service brake cylinder (BZ2) i1) is generated in a first operating mode either as a first option based on the first operating braking pressure (p1) or as a second option based on the second control pressure (Stp2), wherein the first option and the second option are mandatorily present, or i2) is formed in a second operating mode from a second reserve pressure present in the second compressed air reservoir (17).

2. The electro-pneumatic operating brake device according to claim 1, characterized in that, The second electro-pneumatic solenoid valve device (FAM) is constructed and controlled by the electronic operating brake controller (EBS-ECU) such that the first option or the second option is preset in the first operating mode.

3. The electro-pneumatic operating brake device according to any one of the preceding claims, characterized in that, The second electro-pneumatic solenoid valve device (FAM) is a structural unit that is implemented differently from the pressure regulating module and does not have an integrated standby solenoid valve and / or does not have an integrated electronic control device and / or does not have an integrated pressure sensor.

4. The electro-pneumatic operating brake device according to any one of the preceding claims, characterized in that, At least one stability and / or driving dynamics regulation is implemented into the electronic operating brake controller (EBS-ECU), wherein a) during a braking process without activated stability and / or driving dynamics regulation, the second operating braking pressure (p2) for the at least one second operating brake cylinder (BZ2) is generated in the first operating mode and according to the second option, and b) during a braking process with activated stability and / or driving dynamics regulation, the second operating braking pressure (p2) for the at least one second operating brake cylinder (BZ2) is generated in the second operating mode.

5. The electro-pneumatic operating brake device according to claim 4, characterized in that, The stability and / or driving dynamics regulation includes at least one of the following regulations: braking slip regulation (ABS), drive slip regulation (ASR), driving stability regulation (ESP).

6. The electro-pneumatic operating brake device according to any one of the preceding claims, characterized in that, The second electro-pneumatic solenoid valve device (FAM) is a structural unit that has a first pneumatic connection (P41) for the second control pressure (Stp2), a second pneumatic connection (P42) for the first operating braking pressure (p1), a reservoir connection (21) for the second reserve pressure present in the second compressed air reservoir (17), at least one second output connection (19) for the second operating braking pressure (p2), and at least one electrical control connection (22) for being controlled by the electronic operating brake controller (EBS-ECU).

7. The electro-pneumatic operating brake device according to claim 6, characterized in that, The second electro-pneumatic solenoid valve device (FAM) at least includes: a) at least one first two-way three-way solenoid valve (MV1) and at least one second two-way three-way solenoid valve (MV2), wherein b) a first inlet (23) of the first two-way three-way solenoid valve (MV1) is connected to the first pneumatic connection (P41), and its second inlet (24) is connected to the second pneumatic connection (P42), and its first outlet (25) is connected to a first inlet (26) of the second two-way three-way solenoid valve (MV2), wherein c) The second inlet (27) of the second two-way three-way solenoid valve (MV2) is connected to the reservoir connection (21), and the second operating braking pressure (p2) is controlled at the at least one second output connection (19) depending on the pressure to occur at the second outlet (28) of the second two-way three-way solenoid valve (MV2).

8. The electro-pneumatic operating braking device according to claim 7, characterized in that a) The first two-way three-way solenoid valve (MV1) connects the first outlet (25) to its first inlet (23) in a first switching position (MV1 / I) and to its second inlet (24) in a second switching position (MV1 / II), and b) The second two-way three-way solenoid valve (MV2) connects its second outlet (28) to its first inlet (26) in a first switching position (MV2 / I) and to its second inlet (27) in a second switching position (MV2 / II).

9. The electro-pneumatic operating brake device according to claim 8, characterized in that, The first two-way three-way solenoid valve (MV1) is de-energized by the electronic operating brake controller (EBS-ECU) to occupy the first switching position (MV1 / I) and energized to occupy the second switching position (MV1 / II).

10. The electro-pneumatic operating brake device according to any one of claims 7 to 9, characterized in that, A relay valve (RV) is connected between the second outlet (28) of the second two-way three-way solenoid valve (MV2) and the at least one second output connection (19), which relay valve is supplied with compressed air by the second compressed air reservoir (17) and is controlled by the pressure present at the second outlet (28) of the second two-way three-way solenoid valve (MV2).

11. The electro-pneumatic operating brake device according to any one of claims 7 to 10, characterized in that, At least one throttle (29) is arranged in the flow connection between the second inlet (24) of the first two-way three-way solenoid valve (MV1) and the second pneumatic connection (P42) of the second electro-pneumatic solenoid valve device (FAM).

12. The electro-pneumatic operating brake device according to any one of the preceding claims, characterized in that, The first electro-pneumatic solenoid valve device (2C-EVO) comprises a pressure regulating module with a local electronic control device and a pressure sensor, by means of which the first operating braking pressure (p1) can be regulated to the desired operating braking pressure.

13. The electro-pneumatic operating brake device according to any one of the preceding claims, characterized in that, The electric braking request signal generator comprises at least: a) The electronic operating brake controller (EBS-ECU) and at least one pressure sensor (10, 11), which pressure sensors are configured and arranged to detect the first control pressure (Stp1) and / or the second control pressure (Stp2), wherein the electronic operating brake controller (EBS-ECU) forms the electric braking request signal therefrom, and / or b) The electronic operating brake controller (EBS-ECU) and an electric braking value transmitter including the foot brake module (FBM) with the foot brake valve, which electric braking value transmitter detects the actuation degree of the foot brake actuating mechanism, wherein the electronic operating brake controller (EBS-ECU) forms the electric braking request signal therefrom.

14. The electro-pneumatic operating brake device according to any one of the preceding claims, characterized in that, A first pressure control valve (PCV1) that can be controlled by the electronic service brake controller (EBS-ECU) is arranged between the first electro-pneumatic solenoid valve device (2C-EVO) and the at least one first brake cylinder (BZ1), and the first pressure control valve is configured and arranged to modulate the first service brake pressure (p1).

15. The electro-pneumatic operating brake device according to any one of the preceding claims, characterized in that, At least one second pressure control valve (PCV2) that can be electrically controlled by the electronic service brake controller (EBS-ECU) is arranged between the second electro-pneumatic solenoid valve device (FAM) and the at least one second brake cylinder (BZ2), and the second pressure control valve is configured and arranged to modulate the second service brake pressure (p2).

16. The electro-pneumatic operating brake device according to any one of the preceding claims, characterized in that, To generate a trailer brake pressure for braking the trailer, at least one of the following components is provided: a) An electro-pneumatic trailer control module (TCM) with at least one solenoid valve, which is supplied with compressed air by the first compressed air reservoir (17) or by the second compressed air reservoir (17) or by another compressed air reservoir, and can be electrically controlled by the electronic service brake controller (EBS-ECU) and pneumatically controlled by the first control pressure (Stp1) or by the second control pressure (Stp2). b) A trailer control valve (TCV), which is configured and arranged to be pneumatically controlled by the first service brake pressure (p1) or the second service brake pressure (p2) and pneumatically controlled by the first control pressure (Stp1) or the second control pressure (Stp2), and is supplied with compressed air by the first compressed air reservoir (13) or by the second compressed air reservoir (17) or by another compressed air reservoir, wherein the second service brake pressure (p2) can be modulated by means of a third pressure control valve (PCV3) connected upstream of the trailer control valve (TCV).

17. The electro-pneumatic operating brake device according to any one of the preceding claims, characterized in that, A structural unit is provided, which at least includes the electronic service brake controller (EBS-ECU) and the first electro-pneumatic solenoid valve device (2C-EVO).

18. The electro-pneumatic service brake device according to any one of the preceding claims, characterized in that a) The first brake circuit at least includes the first compressed air reservoir (13), the first solenoid valve device (2C-EVO), and the at least one first service brake cylinder (BZ1), and b) The second brake circuit at least includes the second compressed air reservoir (17), the second solenoid valve device (FAM), the at least one second pressure control valve (PCV2), and the at least one second service brake cylinder (BZ2).

19. The electro-pneumatic operating brake device according to claim 17, characterized in that, The first brake circuit is a rear axle brake circuit, and the second brake circuit is a front axle brake circuit.

20. A vehicle having the electro-pneumatic service brake device according to any one of the preceding claims.

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