Air preparation unit for a braking system of a commercial vehicle and method for operating an air preparation unit

Abstract

Air preparation unit (102) for a brake system (100) of a commercial vehicle, wherein the air preparation unit (102) has the following features: a foot brake module connection (114) for pneumatic or electrical and pneumatic coupling of the air preparation unit (102) with a foot brake module (116) of the brake system (100); at least one valve unit (110) for applying a control pressure to the foot brake module connection (114) for actuating the foot brake module (116); and a control unit (118) for controlling the valve unit (110), characterized by the fact that wherein the control unit (118) is coupled or can be coupled to at least one wheel speed sensor (122) of the commercial vehicle and is configured to control the valve unit (110) and / or at least one control valve (126; 200) of an anti-lock braking system of the commercial vehicle using a wheel speed sensor signal (124) generated by the wheel speed sensor (122) and wherein the control unit (118) is configured to read / tap speed signals from the same sensor which supplies speed signals to an ABS / or EBS system of the commercial vehicle.

Description

[0001] The present invention relates to an air preparation unit for a braking system of a commercial vehicle and to a method for operating an air preparation unit. The invention further relates to a computer program configured to execute and / or control the method for operating an air preparation unit and to a corresponding machine-readable storage medium.

[0002] A commercial vehicle may have a braking system that is automatically controlled by an electronic braking system. In the event of a failure of the electronic braking system, the automatic control of the braking system can be maintained, for example, by redundant control electronics with a separate power supply.

[0003] The publication DE 10 2013 006 860 A1 shows a pneumatic system.

[0004] Document DE 10 2004 001 532 A1 discloses a method and a device for regulating the pressure in an electronically controlled braking system (EBS) of a vehicle.

[0005] Document DE 102 07 803 A1 discloses a pressure regulator for a brake system of a motor vehicle and a method for filling a motor vehicle brake system with compressed air.

[0006] Based on the prior art, the invention aims to create an improved air treatment unit and an improved method for operating an air treatment unit.

[0007] The problem is solved according to the invention with an air treatment unit and a method with the features or steps of the independent claims.

[0008] Against this background, the approach presented here introduces an air preparation unit for a braking system of a commercial vehicle, a method for operating an air preparation unit, and a corresponding computer program according to the main claim and the dependent claims. Advantageous further developments and improvements of the device specified in the independent claim are possible through the measures listed in the dependent claims.

[0009] An air preparation unit for a braking system of a commercial vehicle is presented, wherein the air preparation unit has the following features: a foot brake module connection for pneumatic or electric and pneumatic coupling of the air preparation unit with a foot brake module of a commercial vehicle's braking system; at least one valve unit for applying a control pressure to the foot brake module connection; and a control unit for controlling the valve unit, characterized by the fact that wherein the control unit is coupled or can be coupled to at least one wheel speed sensor of the commercial vehicle and is designed to control the valve unit and / or at least one control valve of an anti-lock braking system of the commercial vehicle using a wheel speed sensor signal generated by the wheel speed sensor and wherein the control unit is designed to read / tap speed signals from the same sensor which supplies speed signals to an ABS / or EBS system of the commercial vehicle.

[0010] An air preparation unit can be understood as a unit for cleaning or drying air for operating the braking system. For example, the air preparation unit could be an electronic air preparation unit (EAC). A commercial vehicle can be, for example, a truck, a bus, a tractor unit, or a crane truck. For example, the commercial vehicle could be a partially or fully automated vehicle. The commercial vehicle could be equipped, for example, with an anti-lock braking system (ABS) or an electronic braking system (EBS). A foot brake module can be understood as a component of the braking system equipped with a foot pedal for the driver to actuate the braking system. A control pressure can be understood, for example, as a pressure that differs from the operating pressure of the braking system.In particular, the control pressure can be lower than the operating pressure. The valve unit could, for example, be an electrically controlled solenoid valve. A control unit can be understood as an electrical device that processes sensor signals and outputs control and / or data signals accordingly. The control unit can have an interface, which can be implemented in hardware and / or software. In a hardware-based implementation, the interfaces can, for example, be part of a so-called system ASIC, which incorporates various functions of the control unit. However, it is also possible that the interfaces are separate integrated circuits or at least partially consist of discrete components. In a software-based implementation, the interfaces can be software modules that are present, for example, on a microcontroller alongside other software modules.It is also conceivable that an external valve group electrically controlled via an air preparation housing interface, which in turn pneumatically controls the foot brake module, can also be implemented using an approach presented here.

[0011] The approach presented here is based on the finding that a foot brake module of a commercial vehicle's braking system can be pneumatically controlled by means of an air preparation unit of the braking system in the event of a failure of the electronic braking system. In this way, a redundant braking function of the braking system can be implemented with relatively little additional effort, which can be used, for example, as a fallback in connection with autonomous driving.

[0012] The control unit must be coupled or connectable to at least one wheel speed sensor of the commercial vehicle and be configured to control the valve unit or, additionally or alternatively, at least one control valve of an anti-lock braking system of the commercial vehicle using a wheel speed sensor signal generated by the wheel speed sensor. A wheel speed sensor can be, for example, a rotor sensor. The wheel speed sensor signal can represent the rotational speed of a single wheel of the commercial vehicle. The control valve can, for example, be connected upstream of a single wheel brake cylinder of the braking system. This embodiment enables targeted braking of individual wheels of the commercial vehicle by means of the air preparation unit. This prevents the wheels of the commercial vehicle from locking up during braking.As a preliminary step towards using the wheel speed signal, the system would closely approximate wheel lock-up without using the ABS valves, relying solely on the foot brake module for each axle. A potential drawback, however, would be that braking could only be applied to the wheel with the lower coefficient of friction, thus increasing the braking distance. Furthermore, due to the front-to-rear axle pressure ratio determined by the foot brake module, braking would also be applied to the axle with the lower coefficient of friction, which would be even more suboptimal.

[0013] The control unit can be configured to control the valve unit or, additionally or alternatively, the control valve using the wheel speed sensor signal, such that the commercial vehicle is braked and / or steered on one side. This allows a steering brake function to be implemented via the air preparation unit.

[0014] Furthermore, the air preparation unit can include a distribution unit for distributing air prepared by the air preparation unit to at least one brake circuit assigned to a service brake of the braking system, and at least one connecting line for connecting the distribution unit to the foot brake module connection. The valve unit can be located in the connecting line. In particular, the connecting line can be part of the brake circuit. A service brake can be understood to be a brake acting on all wheels of the commercial vehicle. The service brake can, for example, include separate brake circuits for a front axle and a rear axle of the commercial vehicle. The distribution unit can be a component with an air inlet for admitting the prepared air and at least one outlet connected to the air inlet for connecting the distribution unit to the brake circuit.Depending on the embodiment, the distribution unit can have multiple outlets for connecting it to several brake circuits, including, for example, a parking or trailer brake circuit. This embodiment ensures a reliable supply of control pressure to the foot brake module connection. Furthermore, it allows for relatively simple integration of the valve unit into the pneumatic system of the air preparation unit, thus reducing the manufacturing costs of the air preparation unit. It is also conceivable that the foot brake module connection and the intervening valve unit are simultaneously connected to the reservoir of this consumer circuit. This connection is also functionally relevant because a volume is present behind the controlled pressure, preventing a pressure drop before the control valve when the desired pressure increase occurs.Therefore, the volume of a storage tank, which is not present before or within the distribution unit, is also relevant to the function. Furthermore, a valve unit electrically controlled by the air preparation system but supplied with compressed air from outside the preparation housing is also conceivable.

[0015] Furthermore, it is advantageous if the control unit is designed to actuate the valve unit in response to a failure of the commercial vehicle's electronic braking system. This ensures sufficient braking performance even in the event of an electronic braking system failure. Since the electronic braking system (EBS) and the control of the service brake via the foot brake module (FBM) and the electronic air control (EAC) are functionally equivalent, in the case of autonomous driving, braking could normally be implemented using the EAC / FBM, and in the event of a failure of this system, using the EBS.

[0016] According to a further embodiment, the air preparation unit can have at least one additional port for pneumatically coupling the air preparation unit to a parking and / or trailer brake circuit of the braking system and at least one additional valve unit for applying an additional control pressure to the additional port. The control unit can be configured accordingly to also control the additional valve unit. This can further increase the reliability of the braking system.

[0017] The approach presented here also provides a method for operating an air treatment unit according to one of the above embodiments, wherein the method comprises the following step: Generating a control signal to actuate the valve unit in such a way that the foot brake module connection is pressurized with the control pressure.

[0018] Also advantageous is a computer program product or computer program with program code that can be stored on a machine-readable carrier or storage medium such as a semiconductor memory, a hard disk memory or an optical memory and is used to carry out, implement and / or control the steps of the method according to one of the embodiments described above, in particular if the program product or program is executed on a computer or device.

[0019] Exemplary embodiments of the invention are shown in the drawings and explained in more detail in the following description. It shows: Fig. 1A a schematic representation of a brake system with an air preparation unit according to an exemplary embodiment; Fig. 1B a schematic representation of a valve unit for an air preparation unit according to an exemplary embodiment; Fig. 2 a schematic representation of a brake system with an air preparation unit according to an exemplary embodiment; Fig. 3 a schematic representation of a control unit according to an exemplary embodiment; and Fig. 4 a flowchart of a procedure according to an exemplary embodiment.

[0020] In the following description of favorable embodiments of the present invention, the same or similar reference numerals are used for the elements shown in the various figures and acting similarly, without repeating these elements.

[0021] In the following described Fig. 1 and Fig. Lines 2 and 3 are indicated by dotted lines for electrical signal transmission, solid lines for pneumatic lines, and arrow-shaped lines for electrical energy transmission. Optional connections are indicated by lines that are partly dashed and partly dotted.

[0022] Fig. Figure 1A shows a schematic representation of a brake system 100 of a commercial vehicle with an air preparation unit 102 according to an exemplary embodiment. The air preparation unit 102 comprises a filter cartridge 106 connected to a compressor 104 for filtering and drying compressed air supplied by the compressor 104. The filter cartridge 106 is arranged on a housing 108 of the air preparation unit 102 and pneumatically connected to the housing 108 via a filter cartridge line 107. A valve unit 110 is arranged in the housing 108, for example, indicated as a combination of two solenoid valves 200 and 210 (with which the three states of pressure build-up, pressure maintenance, and pressure reduction are possible).

[0023] Fig. Figure 1B shows a valve unit 110 configured in this way, where, in the de-energized state, the line 113 is vented due to the arrangement of the two solenoid valves 200 (normally open) and 210 (normally closed). This is necessary for the system to ensure that, under normal circumstances (i.e., when the valve unit 110 is de-energized), the automatic braking system does not override the driver's input. The valve unit 110 is connected to the filter cartridge line 107 via a distribution unit 112. A connecting line 113 links the distribution unit 112 to a foot brake module connection 114 of the housing 108. The valve unit 110 is located in the connecting line 113. The connecting line 113 is shown as an example of a brake circuit assigned to a service brake of the brake system 100. A foot brake module 116 of the brake system 100 is connected to the air preparation unit 102 via the foot brake module connection 114.The valve unit 110 is designed to supply the foot brake module connection 114 with a control pressure for the pneumatic actuation of the foot brake module 116. A control unit 118, also arranged in the housing 108, is designed to actuate the valve unit 110 by outputting a corresponding control signal 120.

[0024] According to this embodiment, the control unit 118 is coupled, for example, to a total of four wheel speed sensors 122 for detecting the rotational speed of each wheel of the commercial vehicle. The wheel speed sensors 122 each send a wheel speed sensor signal 124, representing the respective rotational speed of the wheels, to the control unit 118, the control unit 118 being configured to control the valve unit 110 using the wheel speed sensor signals 124, i.e., depending on the respective rotational speed of the wheels.

[0025] The commercial vehicle is equipped with an anti-lock braking system, which according to Fig. Figure 1 includes, by way of example, two control valves 126 for controlling a compressed air supply to each of two front axle brake cylinders 128 of a front axle of the commercial vehicle. According to one embodiment, the control unit 118 is configured to directly control the control valves 126 electrically using the wheel speed sensor signals 124, in particular in such a way that locking of the front wheels is prevented when the commercial vehicle is braked via the foot brake module 116. Alternatively, the control unit 118 controls the control valves 126 in such a way that the commercial vehicle is braked on one side. In this way, a steering brake function can be implemented by means of the air preparation unit 102.

[0026] The foot brake module 116 is pneumatically coupled to the two front axle brake cylinders 128 via a front axle valve module 130, which is located upstream of the two control valves 126, and pneumatically coupled to two rear axle brake cylinders 134 via a rear axle valve module 132 for braking one rear wheel of the commercial vehicle each. The two rear axle brake cylinders 134 are designed, by way of example, to block the rear wheels by means of spring force when the system is vented. These are so-called combination brake cylinders. Fig. Figure 1A shows a first inlet (here on the left) for actuating the service brake cylinder with (over-)pressure and without spring force, and a second inlet for actuating the parking brake cylinder to release the parking brake spring force under pressure or engage the parking brake without pressure above the spring force. The rear axle brake cylinders 134 thus function as both a service brake and a parking brake. The supply of the appropriate operating pressure for actuating the four brake cylinders 132, 134 is provided by the distribution unit 112, which is connected to the foot brake module 116 via pneumatic lines in parallel to the foot brake module connection 114. The foot brake module 116 has a separate control connection 138, which is pneumatically coupled to the foot brake module connection 114 via a control line 140.

[0027] The foot brake module 116 is an example, according to Fig. 1A is connected to a trailer valve module 142 for applying a corresponding control pressure to the trailer brake. The trailer and parking brake circuit often refers to the entire consumer line, starting from the multi-circuit protection valve or the distribution unit 112 as circuit 23, leading on the one hand to the control line of the trailer control module 142 and on the other hand to the parking brake of the towing vehicle, which, as in the Fig. As can be seen in Figure 1A, the path leads to the parking brake cylinders via the solenoid valve 148 and the relay valve 150. The trailer valve module 142 is pneumatically coupled via an additional port 144 of the housing 108 to an auxiliary valve unit 146 located in the housing 108, which corresponds to the electric parking brake. The auxiliary valve unit 146 is in turn connected to the distribution unit 112. As an example, the auxiliary valve unit 146 is implemented via a solenoid valve unit with three switchable solenoid valves and a relay valve 150. The notch in the right electrical control port of the solenoid valve unit is intended to indicate the bistability of the electric parking brake, meaning it is stable in both the parked and released positions. This does not necessarily mean that a bistable solenoid valve is used. A pneumatically bistable parking brake piloted by three solenoid valves could also be implemented.The relay valve 150 is also pneumatically coupled to the two rear axle brake cylinders 134. The solenoid valve 148 pre-controls the air-volume-boosting relay valve so that the pressure setpoint regulated by the electronics 118 can be achieved with a sufficiently rapid air flow in the large brake cylinders. The relay valve 150 pneumatically-mechanically follows the setpoint, which is controlled at its control port, with a large cross-section.

[0028] The in Fig. The brake system 100 shown in Figure 1A is automatically controlled by an electronic braking system (EBS). The electronic braking system comprises an EBS control unit 152, which is connected, for example, to the foot brake module 116, the front axle valve module 130, and the four wheel speed sensors 122 for electrical signal transmission.

[0029] According to one embodiment, the control unit 118 is designed to control the valve unit 110 in the event of failure of the electronic brake system.

[0030] Fig. Figure 2 shows a schematic representation of a brake system 100 for a commercial vehicle with an air preparation unit 102 according to an exemplary embodiment. The brake system 100 essentially corresponds to the one described above based on Fig. 1A described brake system. Unlike Fig. 1A is in Fig. Figure 2 shows a braking system that does not have the so-called EBS, but is a simple braking system with ABS. The "main benefit" of the EBS is the consistently smooth braking of the entire braking system, regardless of the vehicle load. In older braking systems, both purely pneumatic and ABS, the distribution of the service braking force depends on the unchangeable characteristic curves of "pedal travel to target pressure" of the foot brake module. If the vehicle load increased, the driver had to brake significantly harder. The same braking characteristics are also found in... Fig. The braking system shown in Figure 2 has only one anti-lock braking system. If individual wheels lock up because the driver brakes too hard, an ABS system can also brake the vehicle individually at each wheel, thus bringing it to a safe stop even on ice. Therefore, it should Fig. Figure 2 shows that the invention is also suitable for an ABS. Here, the anti-lock braking system comprises according to Fig. In addition to the two control valves 126, two further control valves 200 are installed, each upstream of one of the two rear axle brake cylinders 134. All wheels of an ABS system should always be controlled. With the EBS system, this is not necessary on the rear axle because the dual-channel pressure control module can also regulate each wheel individually via its two channels on both sides of the rear axle. The four control valves 126, 200 can be controlled by an ABS control unit 202. As in Fig. 1A The two control valves 126 of the front axle can additionally be controlled via the control unit 118 of the air preparation unit 102, for example in the event of failure of the ABS control unit 202. Optionally, the two further control valves 200 can also be controlled via the control unit 118.

[0031] Fig. Figure 3 shows a schematic representation of a control unit 118 according to an exemplary embodiment, such as one preceding, based on the Fig. 1A and Fig. 2 described control unit. The control unit 118 comprises a generation unit 310 for generating the control signal 120. Optionally, the control unit 118 comprises a reading unit 320 for reading the wheel speed sensor signals 124 and forwarding the wheel speed sensor signals 124 to the generation unit 310. The generation unit 310 is configured to generate the control signal 120 using the wheel speed sensor signals 124.

[0032] Fig. Figure 4 shows a flowchart of a method 400 for operating an air treatment unit according to an exemplary embodiment. The method 400 can, for example, be used in conjunction with a previously described Fig. The control unit described in sections 1 to 3 is used. Procedure 400 includes step 410, in which the control signal for actuating the valve unit of the air preparation unit is generated.

[0033] The following section describes various examples of the approach presented here in different words.

[0034] The approach presented here enables the development of a cost-effective automatic braking system incorporating the electronic air conditioning system of a commercial vehicle. In particular, this approach is suitable for providing the electronic redundancy of the braking system necessary for autonomous driving, based on existing systems. Autonomous driving can be understood as electronically assisted driving up to and including the fully independent acceleration, steering, and braking of the vehicle, regardless of driver intervention.

[0035] Familiar, simpler driver assistance functions include the anti-lock braking system (ABS), brake assist, the electronic braking system (EBS), and vehicle stabilization functions such as rollover protection. The driver remains present and responsible at all times, receiving electronic support only to enhance driving comfort and in critical situations.

[0036] As electronics play an increasingly important role, the legally mandated requirements for the safety and redundancy of electronic systems also rise. In conventional electronic braking systems, the battery supply can be simple. As a backup in case of electrical faults, the vehicle can, for example, still be braked purely pneumatically.

[0037] In the case of more intrusive driver assistance functions with limited driver attention, such as platooning, stop-and-go auto-release or auto-parking, or an emergency stop assistant, or even without a driver present as in yard maneuvering, this is no longer possible, as the fallback level should also work intelligently.

[0038] Therefore, at least one electronic fallback system is required, and the question arises as to how many components of the electronic system should be redundant. The braking performance of the fallback system can certainly be lower, as long as the vehicle remains safely controllable.

[0039] Therefore, the task of the approach presented here is to find a good combination of cost-effective use of existing components, required braking performance in the event of failure of the first electronic level of the braking system (i.e., when the second, redundant electronic system is to take over braking / i.e., in the redundancy case or backup case) and maximum safety due to the shortest possible braking distance when implementing an automatic braking system for autonomous driving.

[0040] Integrating the electronic brake control into the existing air preparation unit 102 eliminates the need for additional components that would otherwise have to be provided in different assemblies of the brake control unit. This allows the electronic brake control to be redundantly integrated into the electronic air preparation unit. At the same time, synergies can be leveraged that arise from the components located in the air preparation unit 102, such as the integrated parking brake.

[0041] The air preparation unit 102 comprises a valve unit 110 which, in the event of a failure of the electronic brake system with software logic implemented in the control unit 118, also located in the air preparation unit 102, can independently control, and in particular increase, the pressure for the two service brake circuits, regardless of any driver input, so that the vehicle can be brought to a safe stop even if the driver no longer has control of the vehicle. Alternatively, depending on the configuration of the control connection 138 of the foot brake module 116, the pressure for the two service brake circuits can also be reduced via the valve unit 110.

[0042] By relocating this fallback level to the air preparation unit 102, the modification effort required to an existing electronic foot brake module can be kept to a minimum. Only an additional pneumatic control input, in the form of control port 138, is added. This eliminates the need for further valves, a separate control unit, and the associated wiring.

[0043] Unlike purely electronic foot brake modules, where an electronic brake signal is transmitted to electronic brake control units, the approach presented here creates a pneumatic fallback system for the service brake. This makes the automatic braking concept safer because, even if both power supplies or both electronic systems fail (the causes of which could lie outside the power supplies in both cases), the vehicle can still be braked in a controlled manner by the driver via this second fallback system. Furthermore, in the event of irresolvable electrical faults, the power supplies could be deliberately switched off to allow the driver to safely brake / stop the vehicle using purely pneumatic means – something that is not possible with systems that rely solely on electronic components.Optionally, the control unit 118 is designed for redundant reading of the wheel speed sensor signals 124, which are provided, for example, by flywheel sensors as wheel speed sensors 122, and for redundant electrical control of the ABS valves 122. This has the advantage that, in the event of a failure of the electronic brake system, ABS control can be ensured via the air preparation unit 102, provided that the software for such ABS control logic is implemented in the control unit 118.

[0044] By evaluating the wheel speed sensor signals 124 in the control unit 118, it can be ensured, for example, that the braking distance is greatly reduced in the event of failure of the electronic braking system, since the wheel slip is known and the brake pressure can therefore be increased to such an extent that the wheels just do not lock up.

[0045] Examples include: Fig. Figure 1 shows no ABS valves on the rear axle of the commercial vehicle that could prevent the rear wheels from locking up. Only the wheel speed sensors 122 are shown. However, even without ABS valves on the rear axle, vehicle deceleration can be optimized solely based on the wheel speed sensor signals 124 from the wheel speed sensors 122 on the rear axle. By regulating the pressure on the rear axle slip controlled via the foot brake module 116 and tolerating a potentially significantly increased pre-pressure at the front axle, locking up can be prevented using the control valves 126. The ratio between front and rear axle pressure is preset and cannot be changed via the pneumatics of the foot brake module 116.

[0046] With a view to the requirements of autonomous driving, this system also enables one-sided brake interventions in the event of failure of the electronic braking system on a steered front axle, if the pressure controlled via the foot brake module 116 is simultaneously vented on one side via one of the ABS valves 126 by means of the air preparation unit 102 to realize brake steering.

[0047] Further synergies arise in connection with an optional electronic parking brake (EPB) integrated into the air preparation unit 102. While only the two service brake circuits are actuated via the additional pneumatic supply of a control pressure to the foot brake module 116, a trailer or hand brake circuit can also be controlled by means of the control unit 118 in the event of a failure of the electronic brake system and the associated power supply, adapted to the two service brake circuits.

[0048] This offers further design flexibility for an optimized braking distance, taking into account the pressure ratio between the front and rear axles, which is fixed by the pneumatic foot brake module 116. With a high coefficient of friction and a high load on the rear axle, the braking force should be correspondingly high, which can simultaneously result in a control pressure at the front axle that may be too high for the anti-lock braking system (ABS). By distributing the braking forces at the rear axle between the parking and service brakes, the control pressure at the front axle upstream of the ABS valves 126 can be reduced.

[0049] Furthermore, driver assistance functions can be completed when the parking brake is engaged or started when the parking brake is released, which can be advantageous for both yard maneuvering and safely parking the vehicle after an emergency stop.

[0050] According to another embodiment, the control unit 118 is designed to simultaneously control air preparation functions depending on the situation in the event of emergency braking. For example, after the vehicle has been safely stopped, the brake system reservoirs 100 can be vented using the control unit 118 so that the compressed air of the potentially damaged vehicle does not pose a danger to rescue workers. Similarly, after yard maneuvering operations or before the ignition is switched off, the filter cartridge 106 can be regenerated by actuating corresponding valves in the air preparation unit 102 using the control unit 118, in order to increase the service life of the filter cartridge 106.

[0051] For example, the wheel speed sensor signals 124 are sent in parallel to two different control units: in Fig. 1 to the control unit 118 and the EBS control unit 152, in Fig.2 to the control unit 118 and the ABS control unit 202. To minimize wiring, it is advantageous if the air preparation unit 102 can tap into the wheel speed sensor signals 124 near the pressure control modules. Alternatively, the wheel speed sensor signals 124 are forwarded from the electronic brake system via a gateway, which, for example, is supplied electrically separately from the electronic brake system.

[0052] If an embodiment includes an “and / or” connection between a first feature and a second feature, this is to be read as meaning that the embodiment according to one embodiment has both the first feature and the second feature, and according to another embodiment either only the first feature or only the second feature. REFERENCE MARK LIST 100 brake system 102 Air treatment unit 104 Compressor 106 filter cartridges 107 Filter cartridge line 108 cases 110 valve unit 112 Distribution unit 113 Connecting line 114 Foot brake module connection 116 Foot brake module 118 Control unit 120 control signal 122 Wheel speed sensor 124 Wheel speed sensor signal 126 Control valve 128 front axle brake cylinders 130 Front axle valve module 132 Rear axle valve module 134 Rear axle brake cylinders 138 Control connection 140 control line 142 Trailer valve module 144 Additional connection 146 Additional valve unit 148 Solenoid valve 150 relay valve 152 EBS control unit 200 additional control valves 202 ABS control unit 310 production units 320 reading units 400 methods for operating an air treatment unit 410th step of the generation process

Claims

[1] Air preparation unit (102) for a brake system (100) of a commercial vehicle, wherein the air preparation unit (102) has the following features: a foot brake module connection (114) for pneumatic or electrical and pneumatic coupling of the air preparation unit (102) with a foot brake module (116) of the brake system (100); at least one valve unit (110) for applying a control pressure to the foot brake module connection (114) for actuating the foot brake module (116); and a control unit (118) for controlling the valve unit (110), characterized by , that wherein the control unit (118) is coupled or can be coupled to at least one wheel speed sensor (122) of the commercial vehicle and is configured to control the valve unit (110) and / or at least one control valve (126; 200) of an anti-lock braking system of the commercial vehicle using a wheel speed sensor signal (124) generated by the wheel speed sensor (122) and wherein the control unit (118) is configured to read / tap speed signals from the same sensor which supplies speed signals to an ABS / or EBS system of the commercial vehicle. [2] Air preparation unit (102) according to claim 1, wherein the control unit (118) is configured to control the valve unit (110) and / or the control valve (126; 200) using the wheel speed sensor signal (124) such that the commercial vehicle is braked and / or steered on one side. [3] Air preparation unit (102) according to one of the preceding claims, comprising a distribution unit (112) for distributing air prepared by the air preparation unit (102) to at least one brake circuit assigned to a service brake of the brake system (100) and at least one connecting line (113) for connecting the distribution unit (112) to the foot brake module connection (114), wherein the valve unit (110) is arranged in the connecting line (113). [4] Air preparation unit (102) according to one of the preceding claims, wherein the control unit (118) is configured to control the valve unit (110) in response to a failure of an electronic braking system of the commercial vehicle. [5] Air preparation unit (102) according to one of the preceding claims, with at least one additional connection (144) for pneumatically coupling the air preparation unit (102) to a parking and / or trailer brake circuit (of the brake system (100)) and at least one additional valve unit (146) for applying an additional control pressure to the additional connection (144), wherein the control unit (118) is further configured to actuate the additional valve unit (146). [6] Air preparation unit (102) according to one of the preceding claims, wherein the valve unit (110) has a pressureless outlet when not energized. [7] Air preparation unit (102) according to one of the preceding claims, wherein the valve unit (110) is configured to select one of several valves. [8] Air preparation unit (102) according to one of the preceding claims, wherein the control unit (118) is configured to read speed signals via redundant, additional speed sensors, wherein the redundant, additional speed sensors are configured to provide information for an electronic air preparation unit. [9] Air preparation unit (102) according to one of the preceding claims, wherein the control unit (118) is configured to read at least one speed sensor signal via a CAN data bus. [10] Method (400) for operating an air treatment unit (102) according to any one of claims 1 to 9, wherein the method (400) comprises the following step: Generating (410) a control signal (120) to actuate the valve unit (110) such that the foot brake module connection (114) is supplied with the control pressure. [11] Computer program configured to execute and / or control the method (400) according to claim 10. [12] Machine-readable storage medium on which the computer program according to claim 11 is stored.

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