An electronically controlled pneumatic brake system, a method, a computer program and / or a computer readable medium, a controller, a vehicle, in particular a commercial vehicle, for a vehicle, in particular a commercial vehicle

Abstract

An electro-pneumatic braking system (250') for a vehicle (200a), particularly a commercial vehicle (200b), wherein the electro-pneumatic braking system (250') includes a parking brake system (250) and a service brake system (250a); the electro-pneumatic braking system (250') includes a controllable exhaust valve assembly (130) and an exhaust passage (129) for pneumatically connecting the parking brake system (250) to the service brake system (250a); and the exhaust valve assembly (130) is configured to control the exhaust of the parking brake system (250) through the exhaust passage (129) and through the service brake system (250a).

Description

Technical Field

[0001] This disclosure relates to an electro-pneumatic braking system for vehicles, particularly commercial vehicles, wherein the electro-pneumatic braking system includes a parking brake system and a service brake system. This disclosure also relates to a method for operating the electro-pneumatic braking system, a computer program and / or a computer-readable medium, a controller for the electro-pneumatic braking system, and a vehicle, particularly a commercial vehicle, including the controller and / or the electro-pneumatic braking system. Background Technology

[0002] As powertrain systems become increasingly electrified, reducing noise emissions is becoming more and more important for modern vehicles, especially for those that are partially and / or fully electric.

[0003] The source of noise can be pneumatic systems, and especially electro-pneumatic braking systems. Such systems include compressed air tanks and / or compressors that supply air pressure to an intake valve. This intake valve is connected to the working chamber of a pneumatic actuator, which releases airflow through an exhaust valve during and / or after actuation. Noise can be generated, particularly during exhaust or depressurization through this exhaust valve. While exhaust can be throttled, throttling can affect actuator operation.

[0004] For example, when the parking brake function is activated, i.e., when the parking brake is engaged, the electro-pneumatic parking brake system may produce relatively loud noise.

[0005] As of the filing date of this disclosure, unpublished patent application DE 10 2023 104 841.4 describes a valve assembly for a pneumatic system in a vehicle, particularly a commercial vehicle, comprising: an exhaust valve assembly for venting the pneumatic system; and a controller for operating the valve assembly to inflate and vent a pneumatic actuator, wherein the controller is configured to output a switching signal to the exhaust valve assembly for switching the exhaust valve assembly, and the exhaust valve assembly is switchable to a noise-reducing first exhaust mode or a rapid exhaust second exhaust mode according to the switching signal. Summary of the Invention

[0006] The purpose of this disclosure is to enrich the prior art. One embodiment solves the technical problem of reducing noise emissions from an electro-pneumatic braking system having the parking brake system when operating the parking brake system.

[0007] This technical problem is solved by the method described in claim 1 and the subject matter described in the other independent claims. The dependent claims illustrate preferred improvements of this disclosure.

[0008] According to one aspect of this disclosure, an electro-pneumatic braking system for vehicles, particularly commercial vehicles, is provided, wherein the electro-pneumatic braking system includes a parking brake system and a service brake system; the electro-pneumatic braking system includes a controllable exhaust valve assembly and an exhaust passage for pneumatically connecting the parking brake system and the service brake system; and the exhaust valve assembly is configured to control the exhaust of the parking brake system through the exhaust passage and through the service brake system.

[0009] It is hereby confirmed that noise reduction can be achieved by venting the parking brake system through the service brake system. Therefore, the electro-pneumatic braking system has a venting channel that allows venting of the parking brake system through the service brake system.

[0010] Therefore, the parking brake system can bleed all or part of the air through the service brake system, or in other words, the compressed air from the parking brake system can be transferred to the service brake system. During this process, very little or no air is emitted into the environment, thus avoiding or reducing the associated noise emissions.

[0011] In this way, based on the initial state of the service braking system, the compressed air in the parking braking system can be reduced first, with little or no direct exhaust into the environment. Furthermore, by transferring compressed air from the parking braking system to the service braking system, it can be ensured that the vehicle can safely remain stationary during the transition phase of parking brake engagement.

[0012] Optionally, the exhaust valve assembly is configured to perform exhaust from the parking brake system in two steps. It is confirmed that, as the first step of these two steps, transferring compressed air from the parking brake system to the service brake system requires a certain amount of time, which can be characterized by pressure and / or flow rate. Once the transfer of compressed air is at least partially completed, the compressed air distributed between the two systems can be reduced in a significantly quieter manner in the second step of the two steps.

[0013] Optionally, the exhaust valve assembly is configured to: control the exhaust of the parking brake system via the service brake system in a first step, and control the exhaust of the parking brake system via a venting passage different from the exhaust passage in a second step. This venting passage is configured to discharge compressed air from the parking brake system directly and / or through a muffler into the environment, i.e., without transferring compressed air to the service brake system. During this process, after partial transfer, the compressed air can be discharged into the environment either through the exhaust of the service brake system and an optional muffler, or through the venting passage of the parking brake system and an optional muffler, thereby releasing air at a lower pressure and / or flow rate, thus reducing noise.

[0014] Optionally, the exhaust valve assembly includes a quick-release valve. For this purpose, the rear axle adjuster and / or actuator may, in particular, have the quick-release valve, or quick-release valve (QRV), or one or more quick-release valves respectively. This quick-release valve or multiple quick-release valves allow for effective and selective connection between the parking brake system and the service brake system via an exhaust passage.

[0015] Optionally, the exhaust valve assembly has a 3 / 2 valve that can be controlled by the parking brake system. This 3 / 2 valve is configured to control the exhaust from the parking brake system via an exhaust passage. The exhaust valve assembly can be controlled via this 3 / 2 valve.

[0016] Optionally, the parking brake system has a spring accumulator and an exhaust port; the service brake system has a service brake port; and the exhaust valve assembly has a solenoid valve connected between the exhaust port and the service brake port. This solenoid valve is configured to control the exhaust of the parking brake system through the exhaust passage. Therefore, the connection between the exhaust port and the service brake port can be selectively established in the first step of venting the parking brake system.

[0017] Optionally, the electro-pneumatic braking system includes a silencing device, and both the parking brake system and / or the service brake system are configured to exhaust air through this silencing device. This further reduces noise emissions when releasing compressed air into the environment.

[0018] According to one aspect of this disclosure, a method for operating the aforementioned electro-pneumatic braking system is provided, wherein the method includes: acquiring an actuation signal for actuating a parking brake system; determining a control signal for controlling an exhaust valve assembly based on the actuation signal; and outputting the control signal. Optionally, the method has one or more of the aforementioned optional and / or advantageous features related to the braking system to achieve the relevant technical effects.

[0019] According to one aspect of this disclosure, a computer program and / or computer-readable medium are provided. The computer program and / or computer-readable medium contains instructions that, when executed by a controller, cause the controller to perform the methods and / or steps described in this disclosure. Optionally, the computer program and / or computer-readable medium contains instructions that, when executed by a controller, cause the controller to perform method steps described as beneficial or optional to achieve related technical effects.

[0020] According to one aspect of the invention, a controller is provided for the aforementioned electro-pneumatic braking system, wherein the controller is configured to perform the aforementioned method. Optionally, the controller is configured to implement one or more of the features associated with the braking system and / or the method and described as optional and / or beneficial, to achieve the relevant technical effects.

[0021] According to one aspect of this disclosure, a vehicle, particularly a commercial vehicle, is provided that includes the aforementioned controller and / or the aforementioned electro-pneumatic braking system. Optionally, the vehicle, particularly the commercial vehicle, is configured to implement one or more of the features associated with and described as optional and / or beneficial to the braking system, the method, and / or the controller, in order to achieve the relevant technical effects. Attached Figure Description

[0022] Other advantages and features of the present invention, as well as their technical effects, can be derived from the accompanying drawings and the description of the preferred embodiments shown in the drawings. Wherein:

[0023] Figure 1 A schematic diagram of a vehicle, particularly a commercial vehicle, according to one aspect of this disclosure is shown;

[0024] Figure 2 A schematic diagram of an electro-pneumatic braking system according to one aspect of this disclosure is shown;

[0025] Figure 3 A schematic diagram of a vehicle, particularly a commercial vehicle, according to one aspect of this disclosure is shown;

[0026] Figure 4 A flowchart illustrating a method according to one aspect of this disclosure is shown; and

[0027] Figure 5 A schematic diagram of a computer-readable medium according to one aspect of this disclosure is shown. Detailed Implementation

[0028] Figure 1 A schematic diagram of a vehicle 200a, particularly a commercial vehicle 200b, according to one aspect of this disclosure is shown. Hereinafter, the vehicle 200a, particularly the commercial vehicle 200b, will be collectively referred to as vehicles 200a and 200b. The vehicles 200a and 200b are land vehicles, particularly tractors of multi-section vehicles 200a and 200b. In another embodiment, the vehicles 200a and 200b may be single-section vehicles 200a and 200b and / or trailers (not shown).

[0029] according to Figure 1 Vehicles 200a and 200b are configured to perform Figure 4 The method described in 300. Therefore, according to... Figure 1 Vehicles 200a and 200b have an electro-pneumatic braking system 250' with a controller 220.

[0030] The electro-pneumatic braking system 250' includes a parking brake system 250 and a service brake system 250a. The parking brake system 250 is configured to engage the parking brake, i.e., activate the parking brake function 251, and release the parking brake, i.e., deactivate the parking brake function 251. The service brake system 250a is configured to apply braking torque to one or more wheels 201 of the vehicles 200a and 200b to decelerate the vehicles 200a and 200b.

[0031] The vehicles 200a and 200b are equipped with a brake value sensor 234. For example, the brake value sensor 234 may include a brake pedal with a valve body base to convert a braking request from the driver into a signal for operating the electronically controlled pneumatic service brake system 250a, and / or convert a braking request from the automatic driving function 230 into a signal for operating the electronically controlled pneumatic service brake system 250a. The brake value sensor 234 is connected to the controller 220 via communication technology to transmit braking requests to the controller 220.

[0032] The vehicles 200a and 200b each have a front axle modulator 215. The front axle modulator 215 (FAM) is configured to operate components of the electronically controlled pneumatic service brake system 250a related to the front axle of the vehicles 200a and 200b. The front axle modulator 215 is connected via communication technology to a brake value sensor 234 and a controller 220 to receive brake signals corresponding to braking requests.

[0033] The vehicles 200a and 200b have a rear axle modulator 216 (RAM) and a parking brake module 217, wherein the controller 220 is configured as the rear axle modulator 216. The rear axle modulator 216 is configured to operate the components of the service braking system 250a related to the rear axle of the vehicles 200a and 200b. The parking brake module 217 is configured to operate the electro-pneumatic parking brake system 250. The parking brake module 217 is connected to the brake value sensor 234 via the controller 220 to receive signals corresponding to braking requests, thereby actuating the service braking system 250a.

[0034] The parking brake module 217 is configured to control the parking brake function 251 of the parking brake system 250. Specifically, the parking brake module 217 is configured to activate the parking brake function 251 of the parking brake system, i.e., to engage the parking brake. The parking brake function 251 keeps the vehicles 200a and 200b stationary.

[0035] The front axle adjuster 215 and the parking brake module 217 are connected to the controller 220 or the rear axle adjuster 216 via communication technology and are configured to sense the pressure P associated with the braking system 250' and transmit the pressure value to the controller 220.

[0036] To actuate the parking brake system 250 and control the parking brake function 251, vehicles 200a and 200b have a parking brake switch 235. The parking brake switch 235 can be configured as, for example, a parking brake operation button or a parking brake lever. The parking brake switch 235 is a user interface through which the user and / or driver of vehicles 200a and 200b can input user input 254 to actuate the parking brake system 250. The parking brake switch 235, as well as the controller 220 or the rear axle adjuster 216, are connected to the parking brake module 217 via communication technology to transmit the user input 254 to the parking brake module 217.

[0037] The vehicles 200a and 200b include two compressed air reservoirs 210. Each compressed air reservoir 210 is configured to provide compressed air for operating the parking brake system 250 and the service brake system 250a. Therefore, each compressed air reservoir 210 is configured to compress and / or store compressed air. The compressed air reservoir 210 is pneumatically connected to the actuator 205 via a front axle adjuster 215, a rear axle adjuster 216, and / or a parking brake module 217.

[0038] The vehicles 200a and 200b, or the parking brake system 250 and the service brake system 250a, have a plurality of actuators 205. Each actuator 205 can apply air from a compressed air reservoir 210, thereby inflating it to produce a braking effect.

[0039] Each of the electro-pneumatic braking systems 250' includes a controllable exhaust valve assembly 130, specifically one exhaust valve assembly 130 for each wheel brake. The exhaust valve assembly 130 is configured to exhaust air from the working chamber (not labeled) of each actuator 205, thereby venting air from the parking brake system 250 or the service brake system 250a.

[0040] The electro-pneumatic braking system 250' has an ABS valve 206 as a quick exhaust valve for each actuator 205. Each ABS valve 206 is connected to one actuator 205. Each actuator 205 is configured to brake one wheel 201 or a pair of wheels 201 of the vehicles 200a and 200b. The vehicles 200a and 200b include two mufflers 285 (see schematic drawings). Figure 2 The ABS valve 206 is configured to exhaust air through the silencer 285.

[0041] The electro-pneumatic braking system 250' has an exhaust passage 129 (see...) Figure 2 and Figure 3 This is used to pneumatically connect the parking brake system 250 to the service brake system 250a. The exhaust valve assembly 130 is configured to control the venting of the parking brake system 250 via the exhaust passage 129 and via the service brake system 250a. Compressed air can be transferred from the parking brake system 250 to the service brake system 250a via the exhaust passage 129 for discharge via the service brake system 250a. During this process, the exhaust valve assembly 130 is configured to perform the venting of the parking brake system 250 in two steps, S1 and S2. Therefore, the exhaust valve assembly 130 is configured to: control the venting of the parking brake system 250 via the service brake system 250a in the first step S1, and control the venting of the parking brake system 250 via a vent passage 131 of the parking brake system 250, which is different from the exhaust passage 129, in the second step S2. Regarding the venting operation performed according to the two steps S1 and S2, in conjunction with... Figure 2 A more detailed description was provided.

[0042] Both vehicles 200a and 200b have wheel speed sensors 202 that are connected to the controller 220 via communication technology. Each wheel speed sensor 202 is configured to detect speed or rotational speed from one or more wheels 201 and transmit it to the controller 220. The controller 220 can process the detected speed or rotational speed and activate the autonomous driving function 230 accordingly.

[0043] The vehicles 200a and 200b have a vehicle bus 232, such as a CAN bus, which is configured to interconnect components of the vehicles 200a and 200b via communication technology. For example, information related to the autonomous driving function 230 can be sent from or to the controller 220 and / or the rear axle regulator 216 via the vehicle bus 232, as shown by the dashed lines in the figure.

[0044] To provide electrical energy to the electro-pneumatic parking brake system 250 and the electro-pneumatic service brake system 250a, the vehicles 200a and 200b have a power source 233. This power source 233 is, for example, an electrochemical energy storage device and is electronically connected to a controller 220. The controller 220 provides electrical energy to the components of the parking brake system 250 and the service brake system 250a.

[0045] The vehicles 200a and 200b each have a trailer control module 221. This trailer control module 221 is configured to connect the vehicles 200a and 200b to a trailer (not shown) via communication technology. The trailer control module 221 is connected to a controller 220 via communication technology. The controller 220 can transmit braking-related information, such as braking requests and / or signals for controlling the trailer's lighting equipment, to the trailer control module 221, or through the trailer control module 221 to the trailer.

[0046] Figure 2 A schematic diagram of an electro-pneumatic braking system 250' according to one aspect of this disclosure is shown. Figure 2 The illustrated electro-pneumatic braking system 250' is an electro-pneumatic braking system 250' used in vehicles 200a, particularly commercial vehicles 200b. These vehicles 200a and 200b, and this type of electro-pneumatic braking system 250', are combined... Figure 1 It has been described. Figure 2 The description refers to Figure 1 conduct.

[0047] Figure 2 A feasible implementation of the electro-pneumatic braking system 250' is shown, wherein a pneumatic connection between the service braking system 250a and the parking braking system 250 is provided by an exhaust passage 129 configured as a bypass passage. Here, the exhaust of the parking braking system 250 is achieved through an exhaust valve assembly 130, and in particular through a rear axle adjuster 216 and an intermediate quick-release valve 132.

[0048] The parking brake system 250 includes a 3 / 2 valve 275, a 2 / 2 valve 276, a second 3 / 2 valve 277, and a parking brake module 217, all of which are electronically controlled by the parking brake module 217. The parking brake module 217 has a signal interface 293 for receiving an actuation signal 290 for activating the parking brake function 251 and for detecting the pressure P associated with the parking brake system 250. This actuation signal 290 may, for example, be a parking brake switch 235 (see...). Figure 1 (The signal).

[0049] The second 3 / 2 valve 277 is pneumatically connected to the 2 / 2 valve 276 of the parking brake system 250 via the ??? of the parking brake system 250, wherein the 2 / 2 valve 276 is configured as a normally open 2 / 2 valve 276.

[0050] Furthermore, the 2 / 2 valve 276 is pneumatically connected to the 3 / 2 valve 275, through which the exhaust of the parking brake system 250 can be controlled. In this case, the 3 / 2 valve 275 is included in the exhaust valve assembly 130. The 3 / 2 valve 275 can be controlled by the parking brake module 217 and has a vent passage 131 leading to the muffler 285.

[0051] The 3 / 2 valve 275 is configured to selectively output compressed air through the vent passage 131 to the muffler 285, or to transfer compressed air through the exhaust passage 129 to the service braking system 250a, more specifically, to vent compressed air into the service brake. Here, the 3 / 2 valve 275 in the parking brake system 250 allows for switching between venting compressed air into the service braking system 250a via the vent passage 131 and venting it into the environment.

[0052] The service braking system 250a includes a rear axle adjuster 216 configured as a controller 220. The rear axle adjuster 216 has two signal interfaces 293 through which it can redundantly apply an actuation signal 290 via a first signal path 291 and a second signal path 292, and can detect the pressure P associated with the service braking system 250a. The actuation signal 290 can be, for example, a brake value sensor 234 (see...). Figure 1 (The signal).

[0053] Based on the redundant design of signal paths 291 and 292, the service braking system 250a has a redundant valve assembly 279. This valve assembly 279 includes two normally open 2 / 2 valves 276, a normally closed second 2 / 2 valve 278, and a normally closed third 2 / 2 valve 278'. The corresponding normally open 2 / 2 valves 276 can be pressurized and are pneumatically connected to the second 2 / 2 valves 278 and the third 2 / 2 valve 278'. The corresponding third 2 / 2 valve 278' is configured to exhaust air from the service braking system 250a via a muffler 285.

[0054] The parking brake system 250 includes two quick-release valves 132 that are part of the exhaust valve assembly 130, while the service brake system 250a is pneumatically connected via the exhaust valve assembly 130, particularly the exhaust passage 129. Compressed air from the parking brake system 250 can be transferred to the service brake system 250a via the exhaust valve assembly 130, and is then exhausted via the service brake system 250a.

[0055] In this case, the exhaust valve assembly 130 is configured to perform the venting of the parking brake system 250 in two steps, S1 and S2. Therefore, the exhaust valve assembly 130 is configured to: control the venting of the parking brake system 250 via the service brake system 250a in the first step S1, and control the venting of the parking brake system 250 via a venting channel 131 of the parking brake system 250, which is different from the exhaust channel 129, in the second step S2. For this purpose, in the first step S1, the 3 / 2 valve 275 of the parking brake system 250 can be controlled to transfer compressed air at pressure P to the service brake system 250a through the exhaust channel 129. In the second step S2, after the pressure P in the parking brake system 250 decreases, the 3 / 2 valve 275 of the parking brake system 250 can be controlled to release the compressed air into the environment through the venting channel 131 and the silencer 285. In addition, the service braking system 250a can be controlled so that the air transferred from the parking brake system 250 to the service braking system 250a is discharged through the second venting passage 131' and the muffler 285.

[0056] Figure 3 A schematic diagram of a vehicle 200a, particularly a commercial vehicle 200b, according to one aspect of this disclosure is shown. Figure 3 yes Figure 1 Alternative implementations of vehicles 200a and 200b shown. Figure 3 Reference Figure 1 and Figure 2 Describe, in which Figure 1 and Figure 2 The embodiments shown are the same as Figure 3 Differences between the embodiments shown.

[0057] Figure 3 Vehicles 200a and 200b are shown, each having two solenoid valves 133 (SVs) included in an exhaust valve assembly 130. The solenoid valves 133 are connected to a parking brake module 217 via communication technology, allowing signals to be applied from the parking brake module 217 to control the solenoid valves 133.

[0058] The parking brake system 250 has a spring accumulator 280 with an exhaust port 281 for each actuator 205, while the service brake system 250a has a service brake port 256 on the ABS valve 206. The solenoid valve 133 is pneumatically connected between the exhaust port 281 and the service brake port 256.

[0059] Solenoid valve 133 is configured to establish a connection between vent port 281 and service brake port 256 in the first step S1 of venting the parking brake system 250. Subsequently, compressed air can be transferred from the spring accumulator 280 of the parking brake system 250 to the service brake system 250a. Subsequent venting operations can be referred to... Figure 1 and Figure 2 conduct.

[0060] Figure 4 A flowchart of method 300 according to one aspect of this disclosure is shown. Figure 4 The method 300 shown is a method 300 for operating an electro-pneumatic braking system 250'. This type of braking system combines... Figures 1 to 3 It is described in the text. Figure 4 The description refers to Figures 1 to 3 conduct.

[0061] according to Figure 4 The method 300 includes: acquiring an actuation signal 290 for activating the parking brake system 250.

[0062] The method 300 includes: determining, based on the actuation signal 290, a control signal 291 for controlling the exhaust valve assembly 130.

[0063] The method 300 includes: outputting the control signal 291 as described in the method 330.

[0064] Figure 5 A schematic diagram of a computer-readable medium 400 according to one aspect of the present disclosure is shown. The computer-readable medium 400 contains instructions (not shown) that, when executed by a controller 220, will cause the controller 220 to perform... Figure 4 The steps of method 300 and / or method 300 are shown.

[0065] These instructions can be written as program code, using any code or language, particularly applicable to code for motor vehicle control systems. The computer-readable medium 400 can be any digital data storage device or may include, for example, a USB flash drive, hard disk, CD-ROM, SD card, or SSD card. The computer program does not necessarily need to be stored on such a computer-readable storage medium and can also be accessed via the Internet or other means. List of reference numerals 130 Exhaust Valve Assembly 131 Discharge Channel 131' Second discharge channel 132 Quick Release Valve 133 Solenoid Valve 201 wheels 202 Wheel Speed ​​Sensor 205 Actuator 206 ABS valve 210 Compressed Air Storage Tank 215 Front Axle Adjuster 216 Rear Axle Adjuster 217 Parking Brake Module 220 Controller 221 Trailer Control Module 222 Valve Control Module 230 Autopilot Function 232 Vehicle Bus 233 power supply 234 Braking value sensor 235 Parking Brake Switch 250' Electro-pneumatic Braking System 250 Electro-pneumatic parking brake system 250A Electro-pneumatic Service Braking System 251 Parking brake function 253 parameters 254 User Inputs 255 Binary Request Signal 256 Service Brake Interface 260 Compressed air inlet 265 Main Interfaces 270 Holding Valve 275 3 / 2 valve 276 2 / 2 valve, NO (normally open) 277 Second 3 / 2 valve 278 Second 2 / 2 valve, NC (normally closed) 278' Third 2 / 2 valve, NC (normally closed) 279 Valve Assembly 280 Spring Accumulator 281 Exhaust Interface 285 Silencing Device 290 Actuation signal 291 Control Signal 292 First Signal Path 292 Second signal path 293 Signal Interface 300 methods 310 Collection 320 Confirmed 330 output 400 Computer-readable media S1 First Step S2 Second Step P pressure

Claims

1. An electro-pneumatic braking system (250') for vehicles (200a), particularly commercial vehicles (200b), wherein: - The electro-pneumatic braking system (250') includes a parking brake system (250) and a service brake system (250a); - The electro-pneumatic braking system (250') includes a controllable exhaust valve assembly (130) and an exhaust passage (129) for pneumatically connecting the parking brake system (250) to the service brake system (250a); and - The exhaust valve assembly (130) is configured to control the exhaust of the parking brake system (250) via the exhaust passage (129) and via the service brake system (250a).

2. The electro-pneumatic braking system (250') according to claim 1, wherein, The exhaust valve assembly (130) is configured to perform exhaust of the parking brake system (250) in two steps (S1, S2).

3. The electro-pneumatic braking system (250') according to claim 2, wherein, The exhaust valve assembly (130) is configured to: control the exhaust of the parking brake system (250) via the service brake system (250a) in a first step (S1), and control the exhaust of the parking brake system (250) via a venting channel (131) of the parking system (250) that is different from the exhaust channel (129) in a second step (S2).

4. The electro-pneumatic braking system (250') according to any one of the preceding claims, wherein, The exhaust valve assembly (130) has a quick-release valve (132).

5. The electro-pneumatic braking system (250') according to any one of the preceding claims, wherein, The exhaust valve assembly (130) has a 3 / 2 valve (275) that can be controlled by the parking brake system (250).

6. The electro-pneumatic braking system (250') according to any one of the preceding claims, wherein: - The parking brake system (250) has a spring accumulator (280) and an exhaust port (281). - The service braking system (250a) has a service braking interface (256); and - The exhaust valve assembly (130) has a solenoid valve (133) connected between the exhaust port (281) and the service brake port (256).

7. The electro-pneumatic braking system (250') according to any one of the preceding claims, wherein: - The electro-pneumatic braking system (250') includes a muffler (285), and - The parking brake system (250) and / or the service brake system (250a) are configured to exhaust through the muffler (285).

8. A method (300) for operating an electro-pneumatic braking system (250') according to any one of the preceding claims, wherein, The method (300) includes: - Collect (310) an actuation signal (290) for actuating the parking brake system (250); - Based on the actuation signal (290), determine (320) a control signal (291) for controlling the exhaust valve assembly (130); and - Output (330) the control signal (291).

9. A computer program and / or a computer-readable medium comprising instructions that, when a controller (220) executes the program or the instructions, cause the controller to perform the method (300) of claim 8 and / or the steps of the method (300).

10. A controller (220) for an electro-pneumatic braking system (250') according to any one of the preceding claims, wherein, The controller (220) is configured to perform the method (300) of claim 8 and / or the steps of the method (300).

11. A vehicle (200a), particularly a commercial vehicle (200b), comprising a controller (220) according to claim 10 and / or an electro-pneumatic braking system (250) according to any one of claims 1 to 7.

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