Bistable electro-pneumatic trailer control module

Abstract

The present invention discloses a bistable trailer control module (1) for an electro-pneumatic braking device of a tractor-trailer combination. The trailer control module has at least: a trailer control interface (22) constructed on a housing (2), a trailer supply interface (21) constructed on the housing (2), a module reserve interface (11) constructed on the housing (2), a module exhaust section (3) constructed on the housing (2), a pneumatic control main valve device (RV) arranged in the housing (2), and an electro-pneumatic pre-control device (5, EV, AV) arranged in the housing (2). The main valve device has a first pneumatic control interface (12), a working interface (13), and a reserve interface (14). The working interface is connected to the trailer control interface (22), and the reserve interface is connected to the module reserve interface (11). The electro-pneumatic pre-control device is established and configured to inflate and vent the pneumatic control line (8). The pneumatic control line is at least temporarily connected to the first pneumatic control interface (12) of the main valve device (RV). According to the present invention, the pneumatic control circuit (8) can be pneumatically charged by means of a pneumatic inlet valve device (18) with feedback on the control side, and can be pneumatically discharged by means of a pneumatic outlet valve device (23) with feedback on the control side.

Description

Technical Field

[0001] The present invention relates to an electro-pneumatic trailer control module, particularly a bistable trailer control module, according to the preamble of claim 1; an electro-pneumatic braking device for a tractor configured for towing at least one trailer according to claim 15, the electro-pneumatic braking device including the electro-pneumatic trailer control module; and a tractor configured for towing at least one trailer according to claim 19, the tractor including the electro-pneumatic braking device. Background Technology

[0002] Existing trailer control modules typically require a signal from the parking brake, which then switches the trailer control module (or trailer control valve) to either a driving or parking state, ensuring that this state is not unintentionally changed. Furthermore, in the prior art, due to the rigid functional coupling between the parking brake and the trailer control module, the trailer's parking brake cannot be operated independently of the tractor's parking brake. Functions implemented via the trailer control module, such as "driving" and "parking" control via the coupled parking brake, are only possible with considerable additional overhead and external components. An electro-pneumatic trailer control module according to this category is disclosed by DE10 2005 051 686 A1. Summary of the Invention

[0003] The objective of this invention is to provide an electro-pneumatic trailer control module that offers high fail-safety and flexibility with good adjustability and low structural overhead. Furthermore, it should also provide an electro-pneumatic braking device with such a trailer control module, and a tractor equipped with such an electro-pneumatic braking device configured for towing at least one trailer.

[0004] According to the present invention, this task is solved by the features of claims 1, 15 and 19.

[0005] This invention discloses a bistable trailer control module, wherein the bistable characteristic is not provided by the parking brake device as in the prior art, but is provided by the trailer control module itself. The bistable trailer control module means that current failure has no effect on the last occupied state of the trailer control module, thereby improving the safety of the trailer control module. This has the following advantages: the trailer control module is equipped with its own bistable characteristic, and it is not provided in a costly manner through the parking brake device and the control circuit connected to the parking brake device. Through the integrated bistable characteristic of this trailer control module, the electronic control can be implemented without additional overhead using software functions, and especially in a manner independent of the parking brake device, thus resulting in advantages in the flexibility of the trailer control module.

[0006] This invention relates to an electro-pneumatic trailer control module for an electro-pneumatic braking device of a vehicle, particularly a tractor-trailer combination vehicle, wherein the electro-pneumatic trailer control module has at least the following features: a) Shell, b) A trailer control interface constructed on the housing, the trailer control interface being provided and configured to control the output braking pressure for the trailer. c) A trailer reserve interface constructed on the housing, the trailer reserve interface being established and configured to control the output supply pressure for the trailer. d) A modular storage interface is constructed on the housing, which is provided and configured to control the input storage pressure. e) A modular exhaust section constructed on the housing, the modular exhaust section being provided and configured to discharge compressed air into the pressure drop section. f) A pneumatically controlled main valve assembly disposed within the housing, the main valve assembly having a pneumatic control interface, a working interface, a reserve interface, and an exhaust interface; the working interface may be connected to a trailer control interface; the reserve interface may be connected to a module reserve interface; and the exhaust interface may be connected to a module exhaust section. g) An electro-pneumatic pre-control device arranged in the housing, the electro-pneumatic pre-control device being provided and configured for inflating and venting the pneumatic control circuit, which is at least temporarily connected to the pneumatic control interface of the main valve device.

[0007] The module storage interface can be connected, at least temporarily, to the trailer storage interface of the housing.

[0008] The present invention is characterized in that, h) Pneumatic control circuitry h1) can be inflated using a pneumatic inlet valve device, which has a first input terminal and / or can be connected to a module storage interface, and has a first output terminal and / or can be connected to a pneumatic control circuit and a first pneumatic control input terminal. h2) It can exhaust gas by means of a pneumatic outlet valve device, which is connected to a pneumatic control line with a second input terminal and a second pneumatic control input terminal, and the pneumatic outlet valve device is connected to the module exhaust section with a second output terminal.

[0009] When “able to connect” is mentioned above or below, it means that the connection between the relevant elements does not have to be continuous, but that such connection can be temporary and can be interrupted (briefly) by other, such as intermediate, connecting elements.

[0010] The control pressure present in the pneumatic control circuit is therefore coupled at the inlet valve device to the first pneumatic control input terminal of the inlet valve device, and at the outlet valve device to the second pneumatic control input terminal of the outlet valve device. This defines the self-holding of the inlet valve device and the self-holding of the outlet valve device, respectively, preventing the supply pressure applied at the module reserve interface or the ambient pressure applied at the module exhaust section from being affected. The inlet valve device and the outlet valve device thus ensure a substantially constant pneumatic control pressure in the pneumatic control circuit. This results in a defined switching point for the inlet valve device and the outlet valve device, which enables improved pressure regulation.

[0011] In other words, the present invention provides an electro-pneumatic trailer control module having at least two stable switching states.

[0012] When venting the pneumatic control circuit, the inlet valve closes due to the low pressure there, preventing any pressurized medium from entering the pneumatic control circuit, and the outlet valve opens to connect to the module's venting section. The pneumatic control circuit then vents via the open outlet valve and thus remains stably in the venting state. Both the inlet and outlet valves remain stably in their switching positions due to the low pressure in the pneumatic control circuit.

[0013] When the pneumatic control circuit is being inflated, the pneumatic outlet valve disconnects the pneumatic control circuit from the module's exhaust section due to the higher pressure there, while the inlet valve opens the connection between the pneumatic control circuit and the module's reserve interface. The pneumatic control circuit is then continuously inflated via the inlet valve and thus stably maintained in an inflated state. Not only the inlet valve but also the outlet valve remains in its switching position due to the high pressure in the pneumatic control circuit.

[0014] For example, a pneumatic inlet valve device may include a first directional valve, particularly a first two-position two-way directional valve, pneumatically controlled at a first pneumatic control input. The first directional valve has a cut-off position and an on position, in which the first input is disconnected from the first output and in which the first input is connected to the first output in the on position. The first directional valve is configured to occupy the cut-off position or the on position depending on whether the first pneumatic control input is vented or vented, particularly occupying the cut-off position when venting the first pneumatic control input and occupying the on position when venting the first pneumatic control input.

[0015] The pneumatic outlet valve device may also include a second directional valve, particularly a second two-position two-way directional valve, which is pneumatically controlled at a second pneumatic control input. The second directional valve has a cut-off position and an on position. In the cut-off position, the second input is disconnected from the second output. In the on position, the second input is connected to or can be connected to the second output. The second directional valve is configured to occupy the on or cut-off position depending on whether the second pneumatic control input is vented or vented, particularly occupying the on position when venting the second pneumatic control input and occupying the cut-off position when venting the second pneumatic control input.

[0016] The pneumatic inlet valve and pneumatic outlet valve are therefore preferably configured such that they are controlled in opposite directions in terms of the cut-off and on states by the control pressure present in the pneumatic control circuit.

[0017] Then, if the pneumatic control circuit is, for example, vented or vented, whether intentionally, for example, due to the corresponding electrical control of the electro-pneumatic pre-control device (the electro-pneumatic inlet valve is closed or closed and the electro-pneumatic outlet valve is closed), or unintentionally, for example, due to leakage in the electro-pneumatic control circuit, the first directional valve switches to the off position due to the low control pressure at the first pneumatic control input, which prevents compressed air from being supplied from the module reserve interface to the control circuit. However, the second directional valve then switches to the on position, thereby supporting or causing venting of the pneumatic control circuit. The low pressure in the control circuit then controls, in particular, the first pneumatic control input of the first directional valve and the second pneumatic control input of the second directional valve in a feedback manner, such that both directional valves stably occupy the switching positions mentioned above.

[0018] If the pneumatic control circuit is then intentionally inflated, for example by the corresponding electrical control of the electro-pneumatic pre-control device (the electro-pneumatic inlet valve opens and the electro-pneumatic outlet valve closes), the first directional valve switches to the on position due to the high control pressure at the first pneumatic control input, thereby supporting the inflation of the pneumatic control circuit, while the second directional valve switches to the off position, preventing the pneumatic control circuit from venting. The high pressure in the control circuit then controls, in particular, the first pneumatic control input of the first directional valve and the second pneumatic control input of the second directional valve in a feedback manner, such that the two directional valves stably occupy the switching positions mentioned above.

[0019] The characteristics of the first and second directional control valves described above can be achieved, for example, by spring preload.

[0020] Since the supply pressure of the compressed air reservoir connected to the module's storage interface can be stably connected to the pneumatic control circuit via the inlet valve device, or the pressure drop section connected to the module's exhaust section or existing there can be stably connected to the pneumatic control circuit via the outlet valve device, the bistable state of the trailer control module is thus obtained, namely: - The first stable state when the trailer brake is inflated or is inflated (e.g., the trailer is braked or is being braked): Even in the event of a leak in the pneumatic control line, compressed air is supplied to the pneumatic control line from the compressed air reservoir connected thereto via the pneumatic inlet valve device through the module reserve interface. Thus, substantially full pneumatic control pressure is maintained in the pneumatic control line, and the trailer brake is stably inflated (e.g., the trailer is braked in a stable manner). Here, the pneumatic inlet valve device is automatically kept in the on position by the supplementary supply of compressed air from the module reserve interface; and - Second stable state when the trailer brake is bleed or has been bleed: Even in the event of a leak in the pneumatic control circuit, the pneumatic control pressure is bleed from the pneumatic control circuit via the pneumatic outlet valve device. The pneumatic control circuit is thus kept pressure-free, and the trailer brake is steadily bleed (e.g., in the trailer's driving or unbraked state). The pneumatic outlet valve device remains in the open position by bleeding itself.

[0021] According to a preferred extension scheme, a throttling section (hereinafter referred to as the first throttling section) may be arranged between the first input terminal and the module storage interface, and at least one throttling section (hereinafter referred to as the second throttling section) may be arranged between the module exhaust terminal and the second output terminal.

[0022] Although a small amount of air can be introduced or exported relative to the pneumatic control circuit through the first and second throttling sections, this ensures that the electro-pneumatic pre-control device can control or regulate a relatively larger amount of air as the pneumatic control pressure in the pneumatic control circuit.

[0023] Therefore, the first and second throttling sections are preferably implemented such that their throttling section flow cross-sections are smaller than the flow cross-sections provided by the electro-pneumatic pre-control device.

[0024] Preferably, the trailer control module further includes an electronic control unit, which is preferably integrated into the housing and configured to control the electro-pneumatic pre-control device. The electronic control unit can then be connected to the electrical control interface of the housing.

[0025] In the trailer control module, the electro-pneumatic pre-control device preferably includes an inlet-outlet solenoid valve combination. a) The inlet-outlet solenoid valve assembly has, for example, an inlet solenoid valve configured as a two-position, two-way solenoid directional valve, the third input terminal of which may be connected to a module storage interface and the third output terminal of which may be connected to a pneumatic control circuit. b) The inlet-outlet solenoid valve assembly has, for example, an outlet solenoid valve configured as a two-position two-way solenoid directional valve, the fourth input of which may be connected to a pneumatic control circuit and the fourth output of which may be connected to the module exhaust section.

[0026] The main valve assembly may also include or be formed by relay valves and / or trailer control valves. The trailer control valve may also be formed by or include such relay valves.

[0027] According to one extension scheme of the trailer control module, a valve device can be arranged between the module's storage interface and the trailer's storage interface. This valve device has a third pneumatic control input terminal and a fourth pneumatic control input terminal. The third pneumatic control input terminal is connected to a pneumatic control circuit, and the fourth pneumatic control input terminal is connected to the trailer's storage interface. The valve device also has at least two switching states. a) First switching state, in which the valve device connects the module reserve interface and the main valve device's reserve interface to the trailer reserve interface in a non-throttling manner, and b) Second switching position, in which the valve device connects the module storage interface to the main valve device's storage interface and the trailer storage interface in a throttling manner via a throttling section (hereinafter referred to as the third throttling section), wherein, c) The valve device is configured such that it is operated in opposite directions by the control pressure on the third pneumatic control input and the control pressure on the fourth pneumatic control input, and switches to either the first switching state or the second switching state according to these control pressures.

[0028] The valve device can be spring-preloaded into either the first or second switching position.

[0029] During normal operation, a supply pressure from the compressed air reserve unit connected to the module reserve interface is applied to the trailer reserve interface. Then, the fourth pneumatic control input of the valve device is inflated, thereby switching the valve device to a first switching state, in which the valve device connects the module reserve interface to the trailer reserve interface and the reserve interface of the main valve device in a non-throttling manner.

[0030] However, when pressure loss occurs, for example, at the trailer control interface, particularly due to a break in the wiring in the trailer brake circuit, and when the trailer control interface is inflated, especially through the electrical control of the electro-pneumatic valve device (inlet valve open and outlet valve closed), compressed air escapes through leakage, and the supply pressure drops. This drop in supply pressure creates control pressure at the fourth pneumatic control input of the valve device. Therefore, the fourth pneumatic control input of the valve device is vented, thereby switching the valve device to a second switching state. In this second switching state, the valve device connects the module reserve interface to the trailer reserve interface and the reserve interface of the main valve device in a throttling manner. This clamps the trailer service brake, thereby realizing the emergency braking function of the trailer control module.

[0031] The trailer control module may also include a bistable, electro-pneumatic holding valve, which is connected on the input side to the pneumatic module control interface of the housing and on the output side to a second pneumatic control interface of the main valve assembly. The holding valve is, for example, spring-preloaded to its open position (NO).

[0032] According to one extension, the electro-pneumatic holding valve can be electrically controlled by an electronic control device and is configured such that the holding valve blocks the connection between the pneumatic module control interface and the second pneumatic control interface of the main valve device when energized, and opens the connection when not energized.

[0033] Particularly preferably, the main valve assembly is provided and configured such that it inflates the trailer control interface under the following conditions: a) Only the first pneumatic control interface is inflated, or b) Only the second pneumatic control interface is inflated, or especially c) The first and second pneumatic control interfaces are inflated.

[0034] Therefore, in terms of the pneumatic control of the main valve device, a logical "OR" circuit or "AND / OR" circuit is implemented on the first pneumatic control interface and / or the second pneumatic control interface.

[0035] For example, if the primary electrical control via the electro-pneumatic pre-control device is functioning correctly under normal conditions, the valve remains energized and switches to its off position. This causes the second pneumatic control interface to vent, and the main valve device is then not operated to inflate the trailer control interface. The main valve device is then controlled via the electro-pneumatic pre-control device on the first pneumatic control interface, provided the electrical pre-control is functioning correctly.

[0036] If the primary electrical control via the electro-pneumatic pre-control device fails or malfunctions, the first pneumatic control interface cannot be inflated or deflated via the no longer functional electro-pneumatic pre-control device. However, the unenergized holding valve then switches to the on position, thereby inflating the second pneumatic control interface of the main valve device, resulting in, for example, increased inflation of the trailer control interface. Therefore, in the event of a primary electrical control failure in the trailer control module, the second pneumatic control interface of the main valve device can be inflated via the holding valve switched to the on position when unenergized, through the pneumatic control pressure of the brake value generator, in the sense of secondary pneumatic control, to inflate the trailer control interface and thereby clamp the trailer service brake by manipulating the service brake value generator.

[0037] The housing may also have a pneumatic parking brake interface configured to control the input of a parking brake pressure controlled by a parking brake device, and the pneumatic parking brake interface may be connected to or be able to connect to a fifth pneumatic control input of a pneumatic inlet valve device, wherein the pneumatic inlet valve device is configured such that the pneumatic inlet valve device is controlled or manipulated in reverse by the parking brake pressure at the fifth pneumatic control input and the control pressure at the first pneumatic control input.

[0038] According to another implementation of the trailer control module, a) At least one throttling section (hereinafter referred to as the fourth throttling section) may be arranged between the first output end of the inlet valve device and the first pneumatic control input end of the inlet valve device, and between the first output end of the inlet valve device and the pneumatic control line. (b) At least one throttling section (hereinafter referred to as the fifth throttling section) may be arranged between the second input end of the outlet valve device and the second pneumatic control interface of the outlet valve device, and between the second input end of the outlet valve device and the pneumatic control line.

[0039] According to another embodiment of the trailer control module, the first output terminal of the inlet valve device and the second input terminal of the outlet valve device can be connected to the pneumatic control circuit via at least one throttling section (hereinafter referred to as the sixth throttling section).

[0040] The effects caused by at least one fourth throttling section and at least one fifth throttling section or at least one sixth throttling section are described above with respect to at least one first throttling section and the second throttling section.

[0041] The present invention also includes an electro-pneumatic braking device configured for towing at least one trailer, the electro-pneumatic braking device comprising at least one electro-pneumatic trailer control module according to any one of the preceding claims, wherein, a) At least one compressed air storage unit is connected to the module storage interface, and b) The tractor's coupling "brake" is connected to the trailer control interface, and c) The tractor unit's "storage section" is connected to the trailer's storage interface.

[0042] It can also be installed in an electro-pneumatic braking device, which includes at least one electronic control device. a) Connect to the electrical control interface, or b) Connect to the electronic controller c) so that the electrical control signal can be input into the electronic controller.

[0043] Therefore, at least one electronic control device can be connected to an optional electrical control interface on the housing of the trailer control module. This electronic control device is, in particular, an electronic brake controller, and especially an EBS controller, wherein the electronic brake controller inputs an electric service brake request signal to the electrical control interface. Based on the service brake request signal, the trailer control module can then generate trailer brake pressure at the trailer control interface.

[0044] The electro-pneumatic braking system can also include an electro-pneumatic parking brake module constructed and configured to generate parking brake pressure for controlling the parking brake, the parking brake pressure being controlled and input to an optional pneumatic parking brake interface. The electro-pneumatic parking brake module can particularly include an electro-pneumatic pre-control device and, for example, a main valve device pneumatically controlled by the pre-control device, the main valve device being, in particular, in the form of an air-enhancing relay valve. The electro-pneumatic pre-control device generates a control pressure for the main valve device according to electrical control via, for example, an integrated electronic parking brake controller, the main valve device modulating the parking brake pressure according to this control pressure. On the supply side, the pre-control device and the main valve device are connected to a compressed air reservoir, particularly to a separate compressed air reservoir for the parking brake circuit.

[0045] According to an extension of the electro-pneumatic braking system, the electro-pneumatic trailer control module and the electro-pneumatic parking brake module can be integrated into a single structural unit. This results in a simpler construction. In particular, the service brake routine configured for controlling / adjusting the service brake function and the parking brake routine configured for controlling / adjusting the parking brake function can be implemented in a single electronic controller within this structural unit.

[0046] Finally, the present invention also includes a tractor configured for towing at least one trailer and having the aforementioned electro-pneumatic braking device.

[0047] In the following description, other improvements to the invention are shown in more detail with reference to the accompanying drawings. Attached Figure Description

[0048] In the attached diagram: Figure 1 A schematic circuit diagram of a first embodiment of the electro-pneumatic trailer control module according to the present invention is shown in the following state: in which, under normal circumstances, due to the primary electrical control or in the event of failure or malfunction of the primary electrical control, the trailer brake is stably vented (e.g., the trailer is not braked). Figure 2 Shown in the following states Figure 1 A schematic circuit diagram of a first embodiment of an electro-pneumatic trailer control module: In this state, under normal circumstances, the trailer brake is stably inflated (e.g., the trailer is braked) due to primary electrical control or in the event of failure or malfunction of primary electrical control. Figure 3A schematic circuit diagram of a second embodiment of the electro-pneumatic trailer control module according to the present invention is shown in the following state: in which, under normal circumstances, due to the primary electrical control or in the event of failure or malfunction of the primary electrical control, the trailer brake is stably vented (e.g., the trailer is not braked). Figure 4 A schematic circuit diagram of a third embodiment of the electro-pneumatic trailer control module according to the present invention is shown in the following state: in which, under normal circumstances, the trailer brake is stably vented (e.g., the trailer is not braked) due to primary electrical control failure or malfunction. Figure 5 A schematic circuit diagram of a first embodiment of an electro-pneumatic trailer control module is shown in a state in which the trailer braking pressure drops due to leakage. Figure 6 A schematic circuit diagram showing a fourth embodiment of the electro-pneumatic trailer control module; Figure 7 A schematic circuit diagram showing a fifth embodiment of the electro-pneumatic trailer control module is provided. Detailed Implementation

[0049] exist Figure 1 The electronic pneumatic trailer control module, generally designated 1, is used to control the compressed air brakes of the trailer, particularly the pneumatic service brakes, of which the trailer is attached to a tractor configured for towing the trailer. The tractor and trailer together form a tractor-trailer assembly. The trailer control module 1, for example, represents a structural unit with a housing 2, in which... Figures 1 to 5 The box is symbolically shown as a dotted line in the middle. The housing 2 can be implemented as a single housing or as a multi-piece housing and then composed of multiple sub-housings connected to each other by flanges.

[0050] The trailer control module 1 is located on the tractor unit and is, for example, a component of the tractor unit's, particularly dual-circuit, electronically regulated braking system (EBS), which includes a primary electrical circuit and a secondary pneumatic braking circuit as a lower safety layer. Additionally, a parking brake circuit with an electro-pneumatic parking brake module is provided, which controls the tractor unit's spring-loaded brake and also controls the trailer control module 1. The driving mechanism has a foot-operated brake value generator (not shown for scale), which has electrical and pneumatic components and is, for example, implemented as a foot brake module (FBM). The pneumatic component includes, for example, two channels, one for each driving brake circuit (VA and HA), wherein each pneumatic channel is connected to a compressed air reservoir. The pneumatic component of the foot brake module is comprised of the secondary pneumatic driving brake circuits and generates standby pneumatic control pressures for each of the two secondary pneumatic driving brake circuits based on the operation of the brake value generator.

[0051] The brake value generator is therefore connected electrically to the electric service brake circuit and pneumatically to both pneumatic service brake circuits. The electric service brake circuit has an electronic EBS controller (not shown), which is connected via electrical control lines to the electrical control interface 4 of the trailer control module 1 housing. For example, the secondary pneumatic front axle service brake circuit has pneumatic control lines, which... Figure 3 and Figure 4 In this embodiment, a pneumatic module control interface 42 leads to the housing 2 of the trailer control module 1. The pneumatic module control interface 42 therefore receives, for example, the pneumatic backup control pressure of the secondary pneumatic front axle service brake circuit, and alternatively receives the pneumatic backup control pressure of the secondary pneumatic rear axle service brake circuit.

[0052] Based on the operation of the braking value generator, Figure 1 In this implementation, the electric vehicle braking request signal is then input to the electric control interface 4 of the trailer control module 1, and... Figure 3 and Figure 4 In this implementation, a pneumatic service brake request signal in the form of a pneumatic standby control pressure is additionally input to the pneumatic module control interface 42.

[0053] The electric vehicle braking request signal originates from the EBS controller, which generates the electric vehicle braking request signal, particularly based on the operation of the braking value generator and, if necessary, based on other factors (such as load).

[0054] The parking brake circuit has a parking brake operating mechanism (not shown), for example, electrically operated and manually controlled. This mechanism is configured, for example, as a button or switch with multiple switching states, and inputs operation-related signal control to an electro-pneumatic parking brake module. The parking brake module then operates, for example, the parking brake of the rear axle of the tractor (in the form of a pneumatic spring-loaded brake cylinder) according to the operation-related signal, and inputs an electric parking brake request signal to the electrical control interface 4 of the trailer control module 1. The trailer control module then clamps, for example, the trailer's service brake according to the electric parking brake request signal. The parking brake request signal can then represent different functions of the parking brake circuit, such as "parking," "driving," "streckbremse," and "test function," depending on the position of the parking brake operating mechanism. In the last test function mentioned, the parking brake of the tractor is engaged and the trailer brake is disengaged, so that it can be determined whether the combination of the braked tractor and the unbraken trailer can remain stationary, especially on an uphill or downhill slope.

[0055] The parking brake of the trailer is preferably formed by the trailer's service brake. Alternatively, the trailer may also have its own parking brake, which is in particular in the form of a spring-loaded brake cylinder, and is then pneumatically controlled in reverse relative to the trailer's service brake cylinder via the trailer control module 1.

[0056] Instead of being generated by a driver-operable mechanism (service brake value generator, parking brake control mechanism) or attached thereto, the service brake request signal and / or parking brake request signal can also be generated automatically, for example by a driver assistance system (e.g., hill start assist, adaptive speed regulation ACC, emergency brake assist, driving dynamics adjustment system) or by an autopilot system.

[0057] The trailer control module 1 includes an electro-pneumatic pre-control device 5 within the housing 2. This pre-control device includes, for example, an inlet valve EV configured as a two-position, two-way solenoid directional valve and an outlet valve AV also configured as a two-position, two-way solenoid directional valve. The inlet and outlet valves are, for example, configured as NC solenoid valves and are therefore spring-preloaded when not energized. Figures 1 to 5 The diagram shows the cutoff state and the on state when energized, followed by the on state and then the switching to the on state. Figure 3 and Figure 4In this embodiment, an electromagnetic holding valve BU is additionally arranged in the housing 2. This electromagnetic holding valve is configured, for example, as a two-position, two-way electromagnetic directional valve with an on and off state and is connected to the pneumatic module control interface 42 at the input end. The holding valve is preferably configured as a NO solenoid valve, and thus switches to the on state when not energized and under spring preload, and switches to the off state against spring action when energized. The pneumatic control pressure of the secondary pneumatic service brake circuit mentioned above is applied to the module control interface 42 as a backup pressure, and is blocked by the holding valve BU when energized, and connected to the second pneumatic control interface 17 of the main valve device RV when the holding valve BU is not energized.

[0058] The electro-pneumatic pre-control device 5 is controlled by the control signal of the electronic controller ECU of the trailer control module 1, which is preferably also integrated into the housing 2. Alternatively, the electronic controller ECU may be located outside the housing 2. The electronic controller ECU is constructed and configured to generate electrical control signals for the electro-pneumatic pre-control device 5 based on the electric driving brake request signal and / or the electric parking brake request signal.

[0059] In the electro-pneumatic pre-control device 5, specifically, at the inlet valve EV, the inlet valve input terminal 6 is connected to the module reserve interface 11 and the inlet valve output terminal 7 is connected to the pneumatic control line 8. Furthermore, at the outlet valve AV, the outlet valve output terminal 9 is connected to the module exhaust section 3 and the outlet valve input terminal 10 is connected to the pneumatic control line 8.

[0060] Furthermore, a pneumatically controlled main valve device RV is arranged in the housing 2. The main valve device is implemented here, for example, as a relay valve RV or a trailer control valve TCV. The main valve device RV is constructed here, for example, to increase the air volume.

[0061] exist Figure 1In this embodiment, the main valve device RV has only a first pneumatic control interface 12, and in other cases has a working interface 13 and a reserve interface 14. The working interface is connected to the trailer control interface 22 of the housing 2, and the reserve interface is connected to the module reserve interface 11 of the housing 2. The compressed air reserve section, not shown here, for example, the front axle service brake circuit, is connected to this module reserve interface. In addition, the main valve device RV has an exhaust interface 15, which is connected to the module exhaust section 3. When the rated pressure (actual trailer braking pressure) preset by the electric service brake request signal and / or the electric parking brake request signal should be controlled and output at the trailer control interface 22, the actual pressure (actual trailer braking pressure) applied in the working interface 13, or in other words, at the trailer control interface 22 of the housing 2, is measured by, for example, a pressure sensor 16 integrated in the housing 2. The pressure sensor then controls the input of the corresponding pressure signal to the electronic controller ECU, especially for the purpose of closed-loop pressure regulation of the trailer braking pressure, and then the pre-control device 5 is operated by the electronic controller ECU to compensate for the adjustment deviation between the actual pressure and the rated pressure. In addition, the first pneumatic control interface 12 of the main valve device RV is connected to the pneumatic control line 8.

[0062] As mentioned above, in Figure 3 and Figure 4 In this embodiment, the electro-pneumatic holding valve BU is connected to the second pneumatic control interface 17 of the main valve device RV on the output side.

[0063] The first pneumatic control interface 12 and the second pneumatic control interface 17 can control the main valve device in the sense of a logical "OR" circuit, especially in the sense of a logical "AND / OR" circuit. That is, inflation of the first pneumatic control interface 12 and / or the second pneumatic control interface 17 results in the pressure at the working interface 13 of the main valve device RV being modulated according to the pneumatic control pressure applied to the first pneumatic control interface 12 and / or the second pneumatic control interface 17, respectively.

[0064] The pneumatic control circuit 8 can also be inflated via a pneumatic inlet valve device 18. This pneumatic inlet valve device is connected to the module storage interface 11 via a first input terminal 35 and to the pneumatic control circuit 8 and the first pneumatic control input terminal 19 of the inlet valve device 18 via a first output terminal 36. A first throttling section 20 is arranged between the first input terminal 35 and the module storage interface 11. Furthermore, the pneumatic control circuit 8 can also be vented via a pneumatic outlet valve device 23. This pneumatic outlet valve device is connected to the pneumatic control circuit 8 via a second input terminal 24 and to the second pneumatic control input terminal 26 of the outlet valve device 23. It is also connected to the module exhaust section 3 via a second output terminal 25. A second throttling section 27 is arranged between the module exhaust section 3 and the second output terminal 25.

[0065] For example, the pneumatic inlet valve device 18 can be formed by a first two-position two-way directional valve pneumatically controlled at a first pneumatic control input 19. This first two-position two-way directional valve has a cut-off position and an on position, in which the first input 35 is disconnected from the first output 36, and in the on position, the first input 35 is connected to the first output 36. The pneumatic inlet valve device 18, or the first two-position two-way directional valve, is configured, for example, to occupy the cut-off position when venting from the first pneumatic control input 19 and to occupy the on position when inflating the first pneumatic control input 19.

[0066] The pneumatic outlet valve device 23 also includes, for example, a second two-position two-way directional valve pneumatically controlled at the second pneumatic control input 26. This second two-position two-way directional valve has a cut-off position and an on position. In the cut-off position, the second input 24 is disconnected from the second output 25, and in the on position, the second input 24 is connected to the second output 25. The pneumatic outlet valve device 23, or the second two-position two-way directional valve, is configured, for example, to occupy the on position when venting from the second pneumatic control input 26 and to occupy the cut-off position when energizing the second pneumatic control input 26.

[0067] The pneumatic inlet valve device 18 and the pneumatic outlet valve device 23 are therefore configured such that the two valve devices are pneumatically controlled in opposite directions in terms of the control pressure present in the pneumatic control circuit 8 and in terms of the off and on states. This characteristic of the pneumatic inlet valve device 18 and the pneumatic outlet valve device 23 can be achieved, in particular, by reverse spring preload.

[0068] Then, if the pneumatic control line 8 is, for example, vented or has been vented, whether intentionally, for example, due to corresponding electrical control via the electro-pneumatic pre-control device 5 (the electro-pneumatic inlet valve EV is closed and the electro-pneumatic outlet valve AV is open), or unintentionally, for example, due to leakage in the electro-pneumatic control line 8, the pneumatic inlet valve device 18 switches to the off position due to the low control pressure at the first pneumatic control input 19, which prevents compressed air from being supplied from the module reserve interface 11 to the pneumatic control line 8. However, the outlet valve device 23, which is then pneumatically controlled in reverse, switches to the on position, thereby stabilizing the venting of the pneumatic control line 8. The low pressure in the pneumatic control line 8 then controls the first pneumatic control input 19 and the second pneumatic control input 26, especially in a feedback manner, so that the inlet valve device 18 and the outlet valve device 23 stably occupy the switching positions mentioned above, respectively.

[0069] If the pneumatic control line 8 is intentionally inflated, for example by the corresponding electrical control (the electro-pneumatic inlet valve EV is open and the electro-pneumatic outlet valve AV is closed) via the electro-pneumatic pre-control device 5, then the inlet valve device 18 switches to the on position due to the high control pressure at the first pneumatic control input 19, thereby stabilizing the inflation of the pneumatic control line 8, while the outlet valve device 23 switches to the off position, which prevents the pneumatic control line 8 from venting. The high pressure in the control line 8 then controls, in particular, the first pneumatic control input 19 of the inlet valve device 18 and the second pneumatic control input 26 of the outlet valve device 23 in a feedback manner, so that the two valve devices 18, 23 stably occupy the switching positions mentioned above.

[0070] exist Figure 3 In the second embodiment, additional pneumatic control of the pneumatic inlet valve device 18 is provided on the fifth pneumatic control input terminal 28. The control pressure on the fifth pneumatic control input terminal 28 of the pneumatic inlet valve device 18 acts opposite to or in the opposite direction to the control pressure on the first pneumatic control input terminal 19, and, for example, supports the action of the spring preload of the pneumatic inlet valve device 18 in the direction of the cut-off position. The fifth pneumatic control input terminal 28 is connected to the pneumatic parking brake interface 43 on the housing 2 of the trailer control module 1, and the pneumatic control pressure (parking brake pressure) is controlled and input to the pneumatic parking brake interface, which is generated here, for example, by the electro-pneumatic parking brake module of the tractor as the parking brake pressure.

[0071] A valve device 30 is connected between the module storage interface 11 and the storage interface 14 of the main control valve device RV on one hand, and the trailer storage interface 21 on the other hand. This valve device is pneumatically controlled at the third pneumatic control input 29 by the control pressure in the pneumatic control line 8. Specifically, this valve device is configured as a two-position, two-way directional valve capable of dual pneumatic control. The valve device 30 can also switch between a non-throttling on-state and a throttling on-state via the third throttling section 31, depending on the control pressure in the control line 8. Furthermore, the pneumatically controlled valve device 30 can be spring-preloaded into the throttling on-state. The input 32 of the valve device 30 is connected to the module storage interface 11, and the output 33 is connected to the storage interface 14 of the main control valve device RV on one hand and the trailer storage interface 21 on the other. Additionally, the output 33 is connected to the fourth pneumatic control input 34 of the valve device 30. Valve device 30 is, for example, spring-preloaded to a throttling conduction position, and configured such that the valve device switches to a non-throttling conduction position or a throttling conduction position based on the control pressure applied in the pneumatic control line 8 at the third pneumatic control input 29 and, on the other hand, based on the supply pressure applied at the fourth pneumatic control input 34.

[0072] The trailer control module 1 thus forms part of an electro-pneumatic braking device configured for towing a trailer, for example, forming part of an electronically regulated braking system (EBS). The data bus is preferably connected to the electrical control interface 4, and similarly, the EBS controller and at least one other electronic control device can be connected to this data bus to input control signals to the electronic controller (ECU) of the trailer control module 1, which then controls the output of trailer braking pressure at the trailer control interface 22 according to the control signals.

[0073] Furthermore, the tractor's coupling "brake" is connected to the trailer control interface 22, and the tractor's coupling "reservoir" is connected to the trailer reserve interface 21. The trailer brake line connected to the coupling "brake" then connects the coupling "brake" to the trailer's trailer service brake, which is formed here by the trailer's active pneumatic service brake cylinder. When the coupling "brake" is inflated, these trailer service brakes are clamped, and when the coupling "brake" is deflated, the service brakes are released. Additionally, the trailer reserve line connected to the coupling "reservoir" connects the coupling "reservoir" to, for example, the trailer's compressed air reserve.

[0074] In this context, the trailer control module 1 functions as follows.

[0075] During normal operation of the primary electrical control system with trailer control module 1, for example, in the "driving" state, the inlet valve EV and outlet valve AV are not energized in the basic position, causing the inlet valve and outlet valve to switch to their respective positions. Figure 1 In the cutoff position shown. Then, if the electric service brake request signal (e.g., from the EBS controller of the electronically regulated braking system EBS) is controlled and input to the electrical control interface 4 of the trailer control module 1 by manipulating the brake value generator, the service brake request signal also forms a value for the trailer's rated braking pressure, at which the trailer service brake should be clamped.

[0076] The service brake request signal is processed in the preferred integrated electronic controller (ECU). Based on the service brake request signal, the ECU then energizes the inlet valve EV, which switches to its open position. Compressed air is then supplied from the module reserve interface 11 to the pneumatic control line 8. The pneumatic control line pneumatically controls the main valve device RV at the first pneumatic control interface 12, such that the main valve device is modulated by, for example, an increased amount of the trailer's actual pressure by the supply pressure applied at the module reserve interface 11. This actual trailer pressure is then input to the trailer service brake via the trailer control interface 22 and the coupling "brake," causing the trailer service brake to clamp. Meanwhile, the outlet valve AV is de-energized and remains in its closed position, preventing the pneumatic control line 8 from venting. The actual pressure of the trailer is measured by the pressure sensor 16, and the pressure sensor sends a pressure sensor signal corresponding to the actual pressure of the trailer to the electronic controller (ECU) of the trailer control module 1. The ECU matches the actual pressure of the trailer to the rated braking pressure of the trailer pre-given by the service brake request signal.

[0077] Conversely, if, during normal operation of the primary electrical control system with trailer control module 1, the driver lifts their foot from the brake pedal of the brake value generator to release the service brake, the inlet valve EV closes and the outlet valve AV opens based on the subsequently changing brake request signal, causing a reduction in the control pressure via the module exhaust section 3 in the pneumatic control circuit 8. Consequently, the trailer brake pressure output by the main valve device RV also decreases, and thus the trailer brake is released.

[0078] Similarly, under normal electrical control conditions with the trailer control module 1, if the parking brake operating mechanism is operated to the "park" position to clamp the trailer's service brake and to the "drive" position to release the trailer's service brake, the inlet valve EV and outlet valve AV are controlled according to the electric parking brake request signal input to the electrical control interface 4. In the "test function" position, the parking brake operating mechanism sends a brake release signal to the electronic controller ECU, which then energizes the outlet valve AV and de-energizes the inlet valve, so that only the trailer's service brake is released, while the tractor's parking brake remains clamped or engaged.

[0079] Then, after the outlet valve AV vents the first pneumatic control port 12 of the main valve device RV to release the trailer's service brake (state "driving") as described above, it is assumed, for example, that the primary electrical control of the trailer control module 1 fails, for example due to a failure or malfunction of the electronic controller ECU of the trailer control module 1 or due to a failure in its current supply. Then as... Figure 1As shown, when the solenoid outlet valve AV is not energized and is under spring preload, it switches from the on position to the off position, thereby sealing the low pressure in the pneumatic control circuit 8. This causes the pneumatic outlet valve device 23 to switch from the off position to the pneumatic control circuit 8 under the control of the low pressure in the pneumatic control circuit 8. Figure 1 In the on-state, not only the first pneumatic control interface 12 of the main valve device RV, but also the third pneumatic control input 29 of the valve device 30 is connected to the module exhaust section 3 via the second throttling section 27. This causes the trailer's service brake connected to the trailer control interface 22 to stably maintain exhaust (stable exhaust), and on the other hand, it causes the valve device 30 to continue to provide the supply pressure applied to the module reserve interface 11 at the trailer reserve interface 21 in a non-throttling manner, because the valve device switches to the non-throttling on-state by the full supply pressure applied at the fourth pneumatic control input 34.

[0080] On the other hand, if we assume that after the inlet valve EV inflates the first pneumatic control interface 12 of the main valve assembly 30 to clamp the trailer's service brake (state "parked") as described above, the primary electrical control of the trailer control module 1 fails, for example due to a failure or malfunction of the electronic controller ECU of the trailer control module 1 or due to a failure in its current supply, then as Figure 2 As shown, the unenergized solenoid inlet valve EV then switches from the on position to the off position under spring preload. This seals high pressure in the pneumatic control circuit 8, causing the pneumatic inlet valve device 18 to switch from the off position to the off position. Figure 2 In the on state, not only the first pneumatic control interface 12 of the main valve device RV, but also the third pneumatic control input terminal 29 of the valve device 30 are connected to the module reserve interface 11 via the first throttling section 20, so as to keep the trailer's service brake inflated (stable inflation) via the trailer control interface 22, and on the other hand, to continue to provide supply pressure on the trailer reserve interface 21 in a non-throttling manner, since the full supply pressure is applied to the fourth pneumatic control input terminal 34 of the valve device 30.

[0081] The electromagnetic inlet valve EV and the electromagnetic outlet valve AV are in Figure 1 The states shown in the diagram, which are respectively not energized and thus turned off (respectively, the cut-off states), exist in the state of "parking," during a current interruption or electrical fault, or in the state of "driving," as long as they are not braked.

[0082] exist Figure 3 In the embodiment with an additional holding valve BU, when the primary electrical control of the trailer control module 1 fails, not only the first pneumatic control interface 12 of the main valve device RV, but also the third pneumatic control input terminal 29 of the valve device 30, as described above, will be affected. Figure 1 or Figure 2Maintain inflation or deflation as described (stable deflation or stable inflation).

[0083] Furthermore, in the event of a failure of the primary electrical control of the trailer control module 1, the second pneumatic control interface 17 of the main valve device RV can be inflated at the pneumatic module control interface 42 via the pneumatic control pressure of the holding valve BU (which is switched to the on position when not powered) through the pneumatic control pressure of the brake value generator FBM, in the sense of secondary pneumatic control, so as to inflate the trailer control interface 22 and thereby clamp the trailer's service brake by manipulating the service brake value generator.

[0084] like Figure 3 As shown, the pneumatic inlet valve device 18 can also be switched to the off position (closed) on the fifth pneumatic control input terminal 28 by the pneumatic control pressure (parking brake pressure) on the pneumatic parking brake interface 43, so as to prevent the main valve device 30 from being pneumatically controlled for inflation on the first pneumatic control interface 12. The pneumatic control pressure on the pneumatic parking brake interface, for example, releases the spring-loaded brake in the tractor and then forms a release pressure. Thus, as long as the parking brake of the tractor is released and the tractor is not in the "parked" state, the pneumatic inlet valve device 18 remains in the off position (closed).

[0085] Only when the parking brake of the tractor is engaged (reaching the state of "parking"), which causes the exhaust of the fifth pneumatic control input 28 of the pneumatic parking brake interface 43 and the pneumatic inlet valve device 18, can the pneumatic inlet valve device 18 be switched from the off state to the on state and thereby establish the stable state of "parking" of the trailer.

[0086] exist Figure 4 In the embodiment with an additional holding valve BU, when the primary electrical control of the trailer control module 1 fails, not only the first pneumatic control interface 12 of the main valve device RV, but also the third pneumatic control input terminal 29 of the valve device 30 can be used as described above for... Figure 1 or Figure 2 Inflate or deflate as described. Furthermore, the second pneumatic control interface 17 of the main valve device RV can be controlled by the pneumatic control pressure of the brake value generator applied on the pneumatic module control interface 42 via the holding valve BU, which is switched to the on position when not energized, so that the trailer's service brake can be clamped by manipulating the brake value generator.

[0087] Finally, the valve device 30 in the storage line connected between the module storage interface 11 and the trailer storage interface 21 operates as follows: Assuming that the electro-pneumatic pre-control device 5 is operated within the primary electrical control framework of the trailer control module 1, to, for example, inflate the trailer control interface 22, thereby clamping the trailer's service brake. Due to the high control pressure in the pneumatic control circuit 8, and consequently also at the third pneumatic control input 29, the valve device 30 is in a state of... Figures 1 to 4 The non-throttling conduction state is shown in the figure.

[0088] Then, when a leak occurs, for example, in the trailer control line connected to the "brake" of the connector, not only the pressure on the trailer control interface 22, but also the pressure on the trailer reserve interface 21 will decrease due to the consumption of compressed air on the trailer control interface 22 caused by the leak.

[0089] Then, valve device 30 switches to [a certain position] due to the decrease in supply pressure. Figure 5 In the throttling position shown, the supply pressure acts as the pneumatic control pressure at the fourth pneumatic control input 34. Therefore, due to the third throttling section 31, only a very small volumetric flow rate of compressed air can then pass through the valve device 30 to the trailer reserve port 21, causing the trailer reserve port 21 to also be vented. Consequently, the trailer's service brake is automatically engaged.

[0090] The electronic pneumatic trailer control module 1 is in Figure 6 The fourth embodiment shown is based on Figure 1 The first embodiment differs from this first embodiment in that the arrangement of the throttling section. Figure 6 In the process, a fourth throttling section 37 is arranged between the first output end 36 of the inlet valve device 18 and the first pneumatic control input end 19 of the inlet valve device 18 and between the inlet valve device 18 and the pneumatic control line 8, and a fifth throttling section 38 is arranged between the second input end of the outlet valve device 23 and the second pneumatic control interface of the outlet valve device 23 and between the outlet valve device 23 and the pneumatic control line 8.

[0091] exist Figure 7 The fifth embodiment of the electro-pneumatic trailer control module 1 shown is also based on Figure 1 The first embodiment differs from the first embodiment in that the arrangement of the throttling section is also different. There, the first output terminal 36 of the inlet valve device 18 and the second input terminal 24 of the outlet valve device 23 are connected to the pneumatic control line 8 via the sixth throttling section 39.

[0092] However, relative to Figure 1 exist Figure 6 and Figure 7 The altered arrangement of the throttling sections 37, 38, or 39 does not change the effects described above for the first throttling section 20 and the second throttling section 27, so that these effects are... Figure 6and Figure 7 The same applies to the implementation methods.

[0093] List of reference numerals EBS is a braking system that uses electronic braking pressure regulation. ECU (Electronic Control Unit) EV Electro-Pneumatic Inlet Valve AV Electro-pneumatic outlet valve BU holding valve RV main valve assembly 1. Trailer control module 2. Shell 3-Module Exhaust Section 4 Electrical control interface 5. Pre-control device 6. Inlet valve input terminal (third input terminal) 7. Inlet valve output terminal (third output terminal) 8. Pneumatic control circuit 9. Outlet valve output terminal (fourth output terminal) 10. Outlet valve input terminal (fourth input terminal) 11 Module Reserve Interface 12 First pneumatic control interface 13 Working Interface 14. Reserve Interface 15 Exhaust Interface 16 Pressure Sensors 17 Second pneumatic control interface 18. Inlet valve assembly 19 First pneumatic control input terminal 20 First Throttling Section 21 Trailer Reserve Interface 22 Trailer control interface 23. Outlet valve device 24 Second Input Terminal 25 Second Output Terminal 26 Second pneumatic control input terminal 27 Second Throttling Section 28 Fifth pneumatic control input terminal 29 Third pneumatic control input terminal 30 Valve Device 31 Third Throttling Section 32 Input Terminals 33 Output terminal 34 Fourth pneumatic control input terminal 35 First Input Terminal 36 First Output Terminal 37. Fourth throttling section 38 Fifth throttle section 39. Sixth section of the flow 42 Pneumatic module control interface 43. Pneumatic parking brake interface.

Claims

1. An electro-pneumatic trailer control module (1), particularly a bistable trailer control module, for an electro-pneumatic braking device of a tractor-trailer combination, the electro-pneumatic trailer control module having at least: a) Shell (2), b) A trailer control interface (22) is constructed on the housing (2), the trailer control interface being provided and configured to control the output braking pressure for the trailer. c) Constructing a trailer reserve interface (21) on the housing (2), the trailer reserve interface being provided and configured to control the output supply pressure for the trailer. d) A module storage interface (11) is constructed on the housing (2), the module storage interface being established and configured for controlling the input supply pressure. e) A module exhaust section (3) is constructed on the housing (2), the module exhaust section being provided and configured to discharge compressed air into the pressure drop section. f) A pneumatically controlled main valve device (RV) arranged in the housing (2), the main valve device having a first pneumatic control interface (12), a working interface (13), a reserve interface (14), and an exhaust interface (15), the working interface being connected to or capable of being connected to the trailer control interface (22), the reserve interface being connected to or capable of being connected to the module reserve interface (11), and the exhaust interface being connected to or capable of being connected to the module exhaust section (3). g) An electro-pneumatic pre-control device (5, EV, AV) arranged in the housing (2), the electro-pneumatic pre-control device being established and configured for inflating and venting a pneumatic control line (8), the pneumatic control line being connected at least temporarily to the first pneumatic control interface (12) of the main valve device (RV), characterized in that, h) The pneumatic control circuit (8) is also h1) can be inflated by means of a pneumatic inlet valve device (18), which is connected to the module storage interface (11) via a first input terminal (35) and / or via a first output terminal (36) and / or via a first pneumatic control line (8) and a first pneumatic control input terminal (19), and h2) can exhaust by means of a pneumatic outlet valve device (23), which is connected to the pneumatic control line (8) via a second input terminal (24) and a second pneumatic control input terminal (26), and the pneumatic outlet valve device is connected to the module exhaust section (3) via a second output terminal (25).

2. The trailer control module according to claim 1, characterized in that, a) The pneumatic inlet valve device (18) includes a first directional valve pneumatically controlled at the first pneumatic control input (19), the first directional valve having a cut-off position and an on position, wherein in the cut-off position the first input (35) is disconnected from the first output (36), and in the on position the first input (35) is connected to the first output (36), wherein the first directional valve is configured to occupy the cut-off position or the on position according to the inflation or deflation of the first pneumatic control input (19). b) The pneumatic outlet valve device (23) includes a second directional valve pneumatically controlled at the second pneumatic control input (26), the second directional valve having a cut-off position and an on position, in which the second input (24) is disconnected from the second output (25), and in which the second input (24) is connected to the second output (25), wherein the second directional valve is configured to occupy the on position or the cut-off position according to the inflation or deflation of the second pneumatic control input (26).

3. The trailer control module according to claim 1 or 2, characterized in that, The trailer control module also has an electronic controller (ECU) configured and set up to control the pre-control device (5, EV, AV) of the electro-pneumatic system.

4. The trailer control module of claim 3, wherein, The electronic controller (ECU) is arranged in the housing (2) and connected to the electrical control interface (4) of the housing (2).

5. The trailer control module according to any one of the preceding claims, characterized in that, The electro-pneumatic pre-control device (5, EV, AV) includes an inlet-outlet solenoid valve assembly. c) The inlet-outlet solenoid valve assembly has an inlet solenoid valve (EV) configured as a two-position, two-way solenoid directional valve, the third input terminal (6) of which may be connected to the module storage interface (11) and the third output terminal (7) of which may be connected to the pneumatic control circuit (8). d) The inlet-outlet solenoid valve assembly has an outlet solenoid valve (AV) configured as a two-position two-way solenoid directional valve, the fourth input terminal (10) of the outlet solenoid valve being connected to the pneumatic control circuit (8) and the fourth output terminal (9) of the outlet solenoid valve being connected to the module exhaust section.

6. The trailer control module according to any one of the preceding claims, characterized in that, The main valve assembly (RV) includes a relay valve and / or a trailer control valve.

7. The trailer control module according to any one of the preceding claims, characterized in that, A valve device (30) is arranged between the module storage interface (11) and the trailer storage interface (21) of the housing (2). The valve device has a third pneumatic control input (29) and a fourth pneumatic control input (34). The third pneumatic control input is connected to the pneumatic control line (8), and the fourth pneumatic control input is connected to the trailer storage interface (21). The valve device has at least two switching states: d) First switching state, in which the valve device (30) connects the module reserve interface (11) and the reserve interface (14) of the main valve device (RV) to the trailer reserve interface (21) in a non-throttling manner, and e) Second switching state, in which the valve device (30) connects the module reserve interface (11) and the reserve interface (14) of the main valve device (RV) to the trailer reserve interface (21) in a throttling manner via a throttling section (31), wherein, f) The valve device (30) is configured such that the valve device is operated in opposite directions by the control pressure on the third pneumatic control input (29) and the control pressure on the fourth pneumatic control input (34), and switches to either the first switching state or the second switching state according to these control pressures.

8. The trailer control module according to any one of the preceding claims, characterized in that, The trailer control module includes a monostable, electro-pneumatic holding valve (BU) connected at the input end to the pneumatic module control interface (42) of the housing (2) and at the output end to the second pneumatic control interface (17) of the main valve device (RV).

9. The trailer control module according to claim 8, characterized in that, The electro-pneumatic holding valve (BU) is electrically controlled by the electronic control unit (ECU) and is configured such that the holding valve blocks the connection between the pneumatic module control interface (42) and the second pneumatic control interface (17) of the main valve device (RV) when energized and opens the connection when not energized.

10. The trailer control module according to claim 8 or 9, characterized in that, The main valve device (RV) is provided and configured such that it inflates the trailer control interface (22) under the following conditions: d) Only the first pneumatic control interface (12) is inflated, or e) Only the second pneumatic control interface (17) is inflated, or especially f) The first pneumatic control interface (12) and the second pneumatic control interface (17) are inflated.

11. The trailer control module according to any one of the preceding claims, characterized in that, The housing (2) has a pneumatic parking brake interface (43) configured to control the input of a parking brake pressure controlled by a parking brake device, and the pneumatic parking brake interface is connected to or can be connected to the fifth pneumatic control input (28) of the pneumatic inlet valve device (18), wherein the pneumatic inlet valve device (18) is configured such that the pneumatic inlet valve device is controlled in reverse by the parking brake pressure at the fifth pneumatic control input (28) and the control pressure at the first pneumatic control input (19).

12. The trailer control module according to any one of the preceding claims, characterized in that, a) A first throttling section (20) is arranged between the first input end (35) of the inlet valve device (18) and the module storage interface (11), and b) At least one second throttling section (27) is arranged between the module exhaust section (3) and the second output end (25) of the outlet valve device (23).

13. The trailer control module according to any one of claims 1 to 11, characterized in that, a) On the one hand, at least one first throttling section (37) is arranged between the first output end (36) of the inlet valve device (18) and the first pneumatic control input end (19) of the inlet valve device (18), and on the other hand, at least one first throttling section (37) is arranged between the first output end (36) of the inlet valve device (18) and the pneumatic control line (8), and b) At least one second throttling section (38) is arranged between the second input end (24) of the outlet valve device (23) and the second pneumatic control interface (26) of the outlet valve device (23) and between the second input end (24) of the outlet valve device (23) and the pneumatic control line (8).

14. The trailer control module according to any one of claims 1 to 11, characterized in that, The first output terminal (36) of the inlet valve device (18) and the second input terminal (24) of the outlet valve device (23) are connected to the pneumatic control line (8) via at least one throttling section (39).

15. An electro-pneumatic braking device for a tractor-trailer combination, said electro-pneumatic braking device comprising at least an electro-pneumatic trailer control module (1) according to any one of the preceding claims, wherein, a) At least one compressed air storage unit is connected to the module storage interface (11), and b) The tractor's coupling "brake" is connected to the trailer control interface (22), and d) The tractor's connector "reservation section" is connected to the trailer's storage interface (21).

16. The electro-pneumatic braking device according to claim 15 and claim 3 or 4, characterized in that, The electro-pneumatic braking device includes at least one electronic control device, the electronic control device a) Connect to the electrical control interface (4), or b) Connected to the electronic control unit (ECU), c) so that electrical control signals can be input into the electronic controller (ECU).

17. The electro-pneumatic braking device according to claim 15 or 16 and claim 11, characterized in that, The electro-pneumatic braking device has an electro-pneumatic parking brake module, which is constructed and configured to generate parking brake pressure for controlling the parking brake, the parking brake pressure being controlled and input into the pneumatic parking brake interface (43).

18. The electro-pneumatic braking device according to claim 17, characterized in that, The electro-pneumatic trailer control module and the electro-pneumatic parking brake module are integrated into a single structural unit.

19. A tractor-trailer combination tractor having an electro-pneumatic braking device according to any one of claims 15 to 18.

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