Trailer control module for braking system and parking brake system

Abstract

The present invention relates to a trailer control module (10, 110, 210, 310, 410, 510) for a braking device, in particular an electronic parking braking device (12), for a vehicle, in particular a commercial vehicle, comprising at least one control piston (16); and comprising at least one housing (14) in which the control piston (16) is accommodated, wherein the housing (14) has at least one control connection (14a) and at least one feedback connection (14b) for controlling the control piston (16), wherein the housing (14) further has at least one supply connection (18) which is connected to at least one supply line (20) for supplying the trailer control module (10, 110, 210, 310, 410, 510) with pressurized fluid, wherein the control piston (16) can be controlled bistable by the control connection (14a) and by the feedback connection (14b). Furthermore, the present invention relates to a parking brake device (12), in particular an electronic parking brake device, for a vehicle, in particular a commercial vehicle, having at least one trailer control module (10, 110, 210, 310, 410, 510) as described above. Furthermore, the present invention relates to a commercial vehicle, in particular having at least one towing vehicle and at least one trailer, as well as having at least one parking brake device (12) and at least one trailer control module (10, 110, 210, 310, 410, 510) as described above.

Description

[0001] The present invention relates to a trailer control module for a braking device, in particular an electronic parking braking device, for a vehicle, in particular a commercial vehicle, having at least one control piston; and having at least one housing in which the control piston is accommodated.

[0002] Furthermore, the present invention relates to a parking brake device, in particular an electronic parking brake device, for a vehicle, in particular a commercial vehicle, having at least one trailer control module as described above. Furthermore, the present invention relates to a commercial vehicle, in particular having at least one towing vehicle and at least one trailer, having at least one parking brake device and at least one trailer control module as described above.

[0003] Parking brake systems and associated trailer control modules for vehicles, especially commercial vehicles, are already known from the state of the art. With regard to commercial vehicles, braking systems using compressed air as the pressurized fluid are used, which can be used to operate the spring-loaded brake cylinders of a commercial vehicle, as well as the brakes of a trailer.

[0004] For example, DE 10 2015 107 125 A1 shows a device for controlling a brake system for a commercial vehicle with a parking brake control valve for providing a parking brake function for the commercial vehicle and a trailer control valve for providing a parking brake function and an electric braking function for the trailer, wherein the trailer control valve has a parking brake piston which is displaceably arranged in order to control a ventilation of a second trailer control valve connection via the first trailer control valve connection in order to provide the parking brake function and the electric braking function, depending on a ventilation state of a fourth trailer control valve connection.

[0005] Furthermore, DE 10 2016 003 034 A1 discloses a vehicle, in particular a commercial vehicle, with an electronic parking brake, which has at least one electropneumatic component for actuating the parking brake and a control device for controlling at least one such electropneumatic component. Essential to the invention is that at least one such electropneumatic component and / or the control device is / are at least partially integrated into a component that is different from a compressed air treatment unit.

[0006] The trailer control modules of the prior art always require a signal from the parking brake system, which switches the trailer control module (also called the trailer control valve) to the drive or park state and ensures that this state does not change unintentionally. Furthermore, due to the rigid functional coupling of the parking brake system and the trailer control module, the trailer's parking brake cannot be controlled independently of the towing vehicle's parking brake.

[0007] There are also different parking strategies (trailer braked or unbraked), which are determined by the design of the trailer control module. Therefore, a pneumatic parking brake is always required in the towing vehicle to switch the trailer's parking or driving state, which makes the circuit arrangement for the parking brake and trailer control module complex, expensive, and space-consuming.

[0008] Further problems arise from the line length from the parking brake system to the trailer control valve, which can vary between different vehicle types, meaning that the volume of the control line for the parking brake system is subject to fluctuations. For example, the control line may have a small volume, resulting in rapid pressure buildup and pressure reduction in the control line to the trailer control module. However, if the control line has a large volume, the pressure buildup and pressure reduction in the control line is slower or more sluggish. Consequently, the control behavior of the electronic parking brake system in conjunction with the trailer control module is complex and difficult to coordinate to ensure proper and safe operation.

[0009] It is the object of the present invention to further develop a trailer control module of the type mentioned at the outset in an advantageous manner, in particular to the effect that the trailer control module is structurally simpler and more cost-effective and is improved with regard to the control or regulation behavior and has an increased functional density.

[0010] This object is achieved according to the invention by a trailer control module having the features of claim 1.

[0011] The invention is based on the basic idea that the bistable behavior of the trailer control module is not provided by a braking device or parking brake device, as is usual in the prior art, but by the trailer control module itself. This has the advantage that the trailer control module can be equipped with its own independent bistability, which was previously provided at great expense by the parking brake device and the control line connected to it. Switching between the various parking strategies of a trailer (braked or unbraked) with a coupled parking brake device has previously been possible via electronic control and then only with considerable additional effort using additional external components. By means of an integrated bistability of the trailer control module, this electronic control can be implemented using a software function without additional effort and, in particular, can be controlled or activated independently of the parking brake device.which results in significant advantages with regard to the functional design of the trailer control module. The provision of a feedback connection also creates an improved and simplified structural and functional basis, through which the bistability of the trailer control module can be implemented particularly advantageously, independently, and precisely. It is conceivable that the control connection is connected to a first pressure chamber formed by a first pneumatic active surface of the control piston and by the housing. Furthermore, it is conceivable that the feedback connection is connected to a second pressure chamber formed by a second pneumatic active surface of the control piston and by the housing.The resulting pressure force in the first pressure chamber, which acts on the first pneumatic active surface, is opposite to a resulting pressure force in the second pressure chamber, which acts on the second pneumatic active surface. In addition, the trend towards electrification of commercial vehicles can be observed, so that in the future they will increasingly be electrically powered (directly electrically or by means of a fuel cell, for example) and accordingly braked purely electromechanically. For these vehicles, or more precisely the towing vehicles, the pneumatic parking brake device is no longer required. However, if such a towing vehicle is to be paired with a conventional trailer with compressed air brakes, the towing vehicle can be equipped with the trailer control module according to the invention, but no longer with an additional electronic parking brake device, which leads to weight, cost and installation space savings.In summary, the trailer control module according to the invention can be provided either with or without a parking brake device in a towing vehicle of a commercial vehicle, wherein the parking brake device of the trailer can be controlled or regulated by the trailer control module according to the invention independently of the parking brake device of the towing vehicle.

[0012] Furthermore, it can be provided that the control connection is connectable to at least one first control line, wherein the supply line has at least one supply line branch, wherein the control connection is connectable to the supply line via the first control line and via the supply line branch. By connecting the first control line to the supply line, an additional control line from an electronic parking brake to the trailer control module no longer needs to be provided. This has the advantage that the length of the control line is significantly shortened and thus the above-described problems from the prior art with regard to the controllability or adjustability of the trailer control module and / or the parking brake no longer occur.If a coupling with an electronic parking brake is planned, this results in advantages, particularly for the controllability of the trailer control module and the trailer's parking brake, since variable lengths of the control lines to the trailer control valve no longer negatively influence the control volume of the electronic parking brake system. The control and regulation behavior of the electronic parking brake system is thus improved and can therefore be adjusted and applied more easily and precisely.

[0013] It is further conceivable that the first control line has at least one first control branch, wherein the feedback connection is connectable to the first control branch via at least one feedback line. This type of pneumatic connection also offers a structurally simple and reliable way of connecting the control connection and the feedback connection to the same compressed air source, i.e., the supply line, and of connecting the control connection to the feedback connection. This provides a structurally very simple and cost-effective design for the bistability functionality. Furthermore, this connection allows for a short cable length, thus enabling fast and precise control of the control connection and the feedback connection.

[0014] It can be provided that the housing has a trailer control connection for controlling a service brake of a trailer, which is connected to a trailer control line. It is conceivable that the feedback connection is formed essentially directly in and / or on the housing. Additionally or alternatively, it is conceivable that the feedback connection is formed as at least one trailer control line branch of the trailer control line or as the trailer control connection. For example, this can mean that the feedback connection is the trailer control connection. To a certain extent, the trailer control connection or the feedback connection and / or the trailer control line can be connectable to the control connection via the feedback line and the first control line.

[0015] It is also conceivable that at least one throttle is arranged in the first control line and / or in the feedback line. In particular, it can be provided that at least one throttle is arranged in the feedback line. A throttle enables different speeds of filling or pressurizing the control connection and / or the feedback connection and thus also the first and second pressure chambers communicating with it. Consequently, a bistable behavior of the control piston can be linked to a change in its switching position for controlling the trailer brake. This allows the trailer control module to be structurally very simple, since a throttle represents a very reliable, sophisticated, and well-known way of controlling the pressure gradients at the control connection or the feedback connection.

[0016] Furthermore, it is possible for at least one first control valve, in particular a 2 / 2-way solenoid control valve, to be arranged in the first control line. The control valve is designed, in particular, as a 2 / 2-way shut-off valve, so that it forms a blocking position and a passing position for the first control line. By means of the defined or synchronized blocking and opening of the first control line by the first control valve, the pressures at the control port and the feedback port can be kept constant or changed in a predetermined or defined manner, so that the bistable behavior of the trailer control valve is improved by this first control valve and the control of the trailer brake can be even more precise.Furthermore, a solenoid control valve is advantageous because it can be controlled quickly and precisely and independently of the pneumatic switching state of the parking brake, thus allowing a simple functional extension to be provided.

[0017] Furthermore, it can be provided that the trailer control module has at least one control valve arrangement or is coupled to at least one control valve arrangement, wherein the control valve arrangement is connectable to the first control line and / or to the feedback line. The control valve arrangement is advantageous because it allows, for example, the control connection and the feedback connection to be vented precisely and in a defined manner. By venting the control connection and the feedback connection, the pressures in the first and second pressure chambers can be reduced, so that in response, for example, the chamber pressure in the second pressure chamber can be reduced, which in turn can be controlled as a control pressure for the service brake of a trailer. In this respect, venting is essential for the precise and defined control of the trailer control module.

[0018] It is also conceivable for the control valve arrangement to have at least one second control valve and / or at least one third control valve. Dividing the control valve arrangement into at least one second control valve and at least one third control valve has the advantage that these valves can be assigned different functions or combinations of functions, thus increasing the range of functions and the controllability or adjustability of the trailer control module.

[0019] Furthermore, it is conceivable that the second control valve is designed as a pneumatically controlled 2 / 2-way control valve and / or wherein the third control valve is designed as a 2 / 2-way solenoid control valve. Such a control valve arrangement makes it possible to provide a purely pneumatic backup control option, so that the operational reliability of the trailer control module and thus also of the entire commercial vehicle can be increased. In this context, it is conceivable that the 2 / 2-way solenoid control valve is used for regular operation and thus its advantages with regard to dynamic and precise control in the form of venting the first control line and the feedback line are utilized. In an undesirable operating state (e.g.If the first and / or third control valve fails), the second control valve can also be used as a fallback level, by means of which control as described above is still possible, so that the overall safety of the trailer control module and the vehicle is significantly increased.

[0020] It is also possible for the housing to have at least one backup control connection, which can be connected to at least one control output of at least one foot brake module via at least one foot brake valve control line. The backup control connection increases the overall safety of the trailer control module and the vehicle or commercial vehicle, since in the event of an undesirable operating condition (e.g., if the first and / or third control valve fails or there is an electronic problem in the control unit that controls them), pneumatic controllability independent of the electronic control is still ensured.

[0021] Additionally, the second control valve can be provided with at least one pneumatic valve control connection, which can be connected to the foot brake valve control line via at least one second control line. Connecting the trailer control module to the foot brake module via the foot brake valve control line is particularly advantageous from a functional point of view. This is because the foot brake module already generates a pneumatic control signal for actuating the service brake, which, in addition to its actual use, can also be used particularly easily to control the trailer control module for the backup scenario described above.

[0022] It is also conceivable for the first control line to have at least one second control branch arranged between the first control valve and the first control branch, wherein the control valve arrangement can be connected to the second control branch via at least one second control line. This circuit structure offers the advantage that both the first control line and the feedback line can be controlled simultaneously and jointly by the control valve arrangement. In addition, the combination with the first and third control valve results in additional and advantageous circuit combinations (e.g. a trailer test state) that are very easy to implement. For these reasons, fewer components are required for their control, so that the trailer control module can be smaller, safer, cheaper and requires less installation space.

[0023] It is also conceivable for the second control valve to be located in the feedback line. This circuit structure offers the advantage that, in the backup case, the feedback line can be blocked by the second control valve, so that the second pressure chamber in the trailer control module can no longer be controlled. This eliminates the bistable behavior of the trailer control module, although this behavior is not required in the backup case anyway. This results in simplified control of the trailer control module in the backup case, which increases the functional reliability of the trailer control module and the commercial vehicle.

[0024] Furthermore, the throttle can be integrated into the second control valve. This design saves a lot of space, as the throttle does not need to be positioned and mounted externally relative to the second control valve. Furthermore, the number of connections required to connect the throttle to the second control line is reduced.

[0025] Furthermore, the present invention relates to a parking brake device, in particular an electronic parking brake device, for a vehicle, in particular a commercial vehicle, having at least one trailer control module according to one of the preceding claims. All structural and functional features associated with the trailer control module according to the invention described above and its possible embodiments can also be provided, alone or in combination, in the parking brake device according to the invention, and the associated advantages can be achieved.

[0026] Furthermore, the present invention relates to a commercial vehicle, in particular having at least one towing vehicle and at least one trailer, having at least one parking brake device as described above, and having at least one trailer control module as described above. All structural and functional features associated with the above-described trailer control module and the parking brake device according to the invention, as well as the possible embodiments, can also be provided, alone or in combination, in the commercial vehicle according to the invention, and the associated advantages can be achieved.

[0027] According to the present description, a conduit, for example any of the conduits described herein, may be a channel and / or be functionally configured as a channel.

[0028] Further details and advantages of the invention will now be explained in more detail with reference to the embodiments shown in the drawings.

[0029] They show: Fig. 1 is a schematic representation of a first embodiment of a trailer control module according to the invention; Fig. 2 a schematic representation of the first embodiment of the trailer control module according to the invention according to Fig. 1; Fig. 3 a further schematic representation of the first embodiment of the trailer control module according to the invention according to Fig. 1; Fig. 4 a schematic representation of a second embodiment of a trailer control module according to the invention; Fig. 5 a schematic representation of a third embodiment of a trailer control module according to the invention; Fig. 6 a schematic representation of a fourth embodiment of a trailer control module according to the invention; Fig. 7 a schematic representation of the fourth embodiment of the trailer control module according to the invention according to Fig. 6; Fig. 8 is a schematic representation of a fifth embodiment of a trailer control module according to the invention; and Fig. 9 a schematic representation of a sixth embodiment of a trailer control module according to the invention.

[0030] Fig. 1 shows a schematic representation of a first embodiment of a trailer control module 10 according to the invention for an electronic parking brake device 12 of a commercial vehicle.

[0031] The trailer control module 10 has a housing 14, wherein a control piston 16 is accommodated in the housing 14.

[0032] The housing 14 has a supply connection 18 which is connected to a supply line 20 for supplying the trailer control module 10 with pressurized fluid in the form of compressed air.

[0033] The supply line 20 can be connected either to a supply line of a braking device or a parking braking device of a commercial vehicle or directly to a connection of a multi-circuit protection valve.

[0034] The supply line 20 has a supply line branch 20a.

[0035] The housing 14 further has a control connection 14a, which can be connected to a first control line 22 for controlling the control piston 16.

[0036] According to Fig. 1, the control connection 14a can be connected to the supply line 20 via the first control line 22 and via the supply line branch 20a.

[0037] Consequently, the first control line 22 extends from the supply line branch 20a parallel to the supply line 20.

[0038] The housing 14 further has a feedback port 14b for controlling the control piston 16.

[0039] According to Fig. 1, the control connection 14a is connected to a first pressure chamber 14c, which in the assembled state is formed at least partially by a first pneumatic active surface 16a of the control piston 16 and by a housing shoulder of the housing 14.

[0040] Accordingly, the feedback port 14b is connected to a second pressure chamber 14d, which in the assembled state is formed at least partially by a second pneumatic active surface 16b of the control piston 16 and by a further housing shoulder of the housing 14.

[0041] The first control line 22 further has a first control branch 22a.

[0042] The feedback terminal 14b can be connected to the first control branch 22a via a feedback line 24.

[0043] Thus, the feedback line 24 extends from the first control branch 22a parallel to the first control line 22.

[0044] A throttle 26 is arranged in the feedback line 24.

[0045] Additionally or alternatively, it can be provided that a further throttle is arranged in the first control line 22.

[0046] A first control valve 28 is also arranged in the first control line 22.

[0047] The first control valve 28 is designed as a 2 / 2-way solenoid control valve and has a blocking position and a through position, wherein the first control valve 28 is in the blocking position in its de-energized state.

[0048] The trailer control module 10 further comprises a control valve arrangement 30.

[0049] Additionally or alternatively, it can be provided that the trailer control module 10 is coupled or connectable to the control valve arrangement 30.

[0050] The control valve arrangement 30 is according to Fig. 1 is connected to the first control line 22.

[0051] Additionally or alternatively, it may be provided that the control valve arrangement 30 is connectable to the feedback line 24.

[0052] The control valve arrangement 30 has a second control valve 32 and a third control valve 34.

[0053] The second control valve 32 is designed as a pneumatically controlled 2 / 2-way control valve and has a blocking position and a venting position, wherein the second control valve 32 is in the blocking position in the control pressure-free state.

[0054] The third control valve 34, in turn, is designed as a 2 / 2-way solenoid control valve and also has a blocking position and a venting position, wherein the third control valve 34 is also in the blocking position when de-energized.

[0055] The housing 14 further comprises a backup control connection 14e which can be connected to a control output of a foot brake module (not shown) via a foot brake valve control line 36.

[0056] The foot brake valve control line 36 is connected via a backup control line 44 to the second control valve 32 via a pneumatic valve control port 32a of the second control valve 32.

[0057] A fourth control valve 40 in the form of a 2 / 2-way solenoid control valve is arranged in the foot brake valve control line 36.

[0058] The fourth control valve 40 has a blocking position and a through position, wherein the fourth control valve 40 is in the blocking position in the de-energized state (in Fig. 1, however, it is shown in reverse, wherein the fourth control valve 40 is shown in the de-energized state in the through position).

[0059] Furthermore, a backup control piston 42 is accommodated in the housing 14, the pneumatic active surface 42a of which, together with the housing, forms a third pressure chamber 14f.

[0060] The first control line 22 further comprises a second control branch 22b, which is arranged between the first control valve 28 and the first control branch 22a.

[0061] Via a corresponding second control line 38, the control valve arrangement 30 is Fig. 1 connected to the second control branch 22b.

[0062] The trailer control module 10 has Fig. 1 furthermore a trailer control connection 14g for the service brake of a trailer (not in Fig. 1) which opens into the second pressure chamber 14d and is further connected to a corresponding trailer control line 46.

[0063] In a sense, the feedback connection 14b is connected via the second pressure chamber 14d to the trailer control connection 14g and thus to the trailer control line 46.

[0064] A pressure sensor 48 is also arranged in this trailer control line 46.

[0065] Trailer control module 10 has according to Fig. 1 further comprises a trailer supply connection 14h for supplying compressed air to the trailer, which opens into a fourth pressure chamber 14i of the housing 14 and is further connected to a corresponding trailer supply line 50.

[0066] At the bottom of the housing 14 there is also a vent 54 which is connected to a central vent channel which extends axially from the bottom to approximately halfway into the housing 14 and forms a free end there.

[0067] In the area of ​​the free end, a guide or sealing sleeve 56 is arranged axially displaceably on the venting channel and forms a first sealing seat with the valve piston 16 in its closed position (with the first control connection 14a vented and with the feedback connection 14b vented).

[0068] Furthermore, the guide or sealing sleeve 56 can form a further sealing seat with a housing projection or housing shoulder arranged underneath in the assembled state

[0069] According to Fig. 1, the trailer control module 10 structurally forms the system boundary shown by the dot-dash line, so that according to the first embodiment, all the pneumatic components mentioned above, such as the housing, the valves, lines, connections, branches, etc., which are shown in Fig. 1, individually or in combination, can form a structural unit in the form of the trailer control module 10.

[0070] The other connections shown at the system boundary are to be understood as examples, so that one or more of these connections can alternatively have a different position outside or inside the system boundary.

[0071] Furthermore, the present invention relates to an electronic parking brake device 12 for a commercial vehicle with the trailer control module 10 described above.

[0072] All structural and functional features associated with the trailer control module 10 according to the invention described above and its possible embodiments can also be provided alone or in combination in the parking brake device 12 according to the invention and the advantages associated therewith can be achieved.

[0073] Furthermore, the present invention relates to a commercial vehicle with a towing vehicle and with at least one trailer as well as with the parking brake device described above and with a trailer control module 10 described above.

[0074] All structural and functional features associated with the trailer control module 10 according to the invention and the parking brake device 12 as well as the possible embodiments described above can also be provided alone or in combination in the commercial vehicle according to the invention and the advantages associated therewith can be achieved.

[0075] The function of the trailer control module 10 can now be described as follows:

[0076] In Fig. 1 shows a switching state of the trailer control module 10, which corresponds to a parking state of the commercial vehicle at a standstill with the trailer braked.

[0077] In the braked state, the maximum possible controllable control pressure of approximately 8.5 bar is applied to the trailer control line 46, by means of which the service brakes of the trailer can be controlled and can function as parking brakes when the commercial vehicle is stationary, whereby spring brake cylinders are also conceivable in addition or as an alternative.

[0078] To achieve this state, the first control valve 28 is controlled by a control or regulating device connected to it (not shown in Fig. 1) is opened until the maximum control pressure is applied to the control port 14a and the feedback port 14b.

[0079] The control piston 16 can therefore be controlled bistable by the control port 14a and by the feedback port 14b.

[0080] As a result, the control piston 16 is in its maximum open position, so that the supply connection 18 is connected to the trailer control connection 14g via the second pressure chamber 14d and the brake cylinders of the trailer are controlled with maximum control pressure, which corresponds to a maximum braking effect.

[0081] As soon as the maximum control pressure is present, the first control valve 28 is closed again, whereby the control valve arrangement 30, i.e. the second and third control valves 32, 34, each remain in the blocking position during the pressure build-up.

[0082] The pressure forces in opposite directions resulting from the pressures in the first and second pressure chambers 14c, 14d and the force of the piston spring 52 form a force equilibrium so that the control piston 16 rests at maximum pressure.

[0083] The fact that the control piston 16 can be moved from this equilibrium into other stable switching positions is due in particular to the throttle 26, which is arranged in the feedback line 24

[0084] Since the first control line 22 and the feedback line 24 are subjected to the same control pressure, the first and second pressure chambers 14c, 14d are pressurized via the control port 14a and the feedback port 14b during a pressurization.

[0085] However, since a throttle 26 is arranged in the feedback line 24, the first control line 22 has a larger pressure gradient than the second feedback line 24.

[0086] Since the control pressure is consequently built up more quickly in the first pressure chamber 14c than in the second pressure chamber 14d, the control piston 16 can initially move axially in the direction of the second pressure chamber 14d within a predetermined period of time (e.g. as long as the first control valve 28 is open) until the corresponding control pressure has also built up there with a delay and generates a corresponding counterforce, so that the control piston 16 then comes to a standstill and assumes a stable position.

[0087] For the venting through the third control valve 34 (in normal operation), the above-described procedure applies in reverse order, whereby a corresponding switching position of the control piston in Fig. 2 is shown.

[0088] Fig. 2 shows a further schematic representation of the first embodiment of the trailer control module 10 according to the invention according to Fig. 1.

[0089] In Fig. 2, the trailer control module 10 is in its vented state, with respect to which the control port 14a and the feedback port 14b have previously been vented to atmospheric pressure or near atmospheric pressure via the third control valve 34.

[0090] The vented state can be recognized by the position of the control piston 16, which is in its lowest position and, together with the guide or sealing sleeve 56, forms the corresponding vent valve seat.

[0091] In Fig. 2 it can also be seen that the control piston 16 has axially displaced the guide or sealing sleeve 56 in the venting position, so that the trailer control line 46 is connected to the vent 54 via the second pressure chamber 14d (see also Fig. 1).

[0092] However, the position of control piston 16 and guide or sealing sleeve 56 still allows the connection between supply connection 18 of trailer control module 10 and trailer supply connection 14h, so that, for example, a compressed air tank of the trailer or another consumer can continue to be supplied with compressed air.

[0093] The Fig. The piston position shown in Figure 2 corresponds on the one hand to the moving state of the commercial vehicle (i.e. its driving state), since no control pressure is applied to the trailer control line 46 and thus the brakes of the trailer are not actuated and consequently no braking effect is achieved.

[0094] Alternatively, the Fig. The piston position shown in Figure 2 also corresponds to a parked state of the commercial vehicle (i.e. at a standstill) when the so-called trailer test is carried out.

[0095] The information related to Fig. 1 and Fig. The switching positions of the control piston 16 described in Figure 2 represent, under intended or normal conditions, the two switching position limit states with respect to which, on the one hand, the maximum braking effect can be achieved (cf. Fig. 1) or no braking effect can be achieved (cf. Fig. 2).

[0096] By means of a correspondingly timed (i.e., corresponding to a defined period of time) ventilation or venting of the control connection 14a and the feedback connection 14b (by controlling the first or third control valve 28, 34), additionally defined intermediate positions of the control piston 16 between these two limit states can be controlled, so that the regular service brake control of the trailer is controlled during the driving state.

[0097] The bistability of the control piston 16 is achieved in that the brake pressure to the trailer can also be transmitted to the control line 22 via the feedback line 24, whereby the control pressure can decrease or increase depending on whether the control or the brake pressure is or becomes higher.

[0098] If the pressure is not regulated by the valves, the pressure can continue to rise and the control piston 16 moves into the switching position, which corresponds to a parking state (see. Fig. 1), or the pressure may drop and the control piston 16 moves into the switching position which corresponds to a driving condition (cf. Fig. 2).

[0099] As in Fig. As shown in Figure 1, during parking, the first pressure chamber 14c is connected via the feedback line 24, and the second pressure chamber 14d is connected to the third pressure chamber 14f. If there is an air loss in the first pressure chamber 14c or the associated control line 22, additional air is supplied via this connection or path. As a result, the control pressure at the control piston 16 is maintained, and the control piston 16 remains stable in the switching position corresponding to a parking state.

[0100] As in Fig. 2, when driving, the first pressure chamber 14c is connected via the feedback line 24 to the second pressure chamber 14d and thus to the vent 54. If a leak occurs and air flows into the first pressure chamber 14c or into the associated control line 22, the air can be vented via this connection or path (ie, can be vented) and the vehicle can remain safely in the driving state, or the control piston 16 remains stable in the switching position corresponding to a driving state.

[0101] Consequently, the data related to Fig. 1 and Fig. 2 described switching positions define two stable states of the control piston 16; ie in other words the bistability.

[0102] Consequently, the control piston 16 can be controlled bistable by the control port 14a and by the feedback port 14b.

[0103] Referring to Fig. 1 and Fig. 2, it is additionally or alternatively also conceivable that at least one connection, for example a line, integrated in the housing 14 can be provided, which connects the first pressure chamber 14c and the second pressure chamber 14d to one another.

[0104] In this case, the feedback line 24 can be configured as an integrated line in the housing 14. Accordingly, their respective (integrated) openings into or onto the first pressure chamber 14c and the second pressure chamber 14d can be understood as a control port, for example, the control port 14a, and a feedback port, for example, the feedback port 14b.

[0105] Fig. 3 shows a further schematic representation of the first embodiment of the trailer control module 10 according to the invention according to Fig. 1.

[0106] In Fig. 3 shows the backup case, ie there is a defect or failure in one of the control valves 28, 32, 34 and / or in the control or regulation unit for controlling them.

[0107] In this case, the fourth control valve 40 moves to the Fig. 1 to 3, so that the foot brake valve control line 36 is pressurized, which results in the pneumatic valve control port 32a of the second control valve 32 and the backup control port 14e of the housing 14 being pressurized.

[0108] In response, the second control valve 32 moves to the Fig. 3, so that the control port 14a and the feedback port 14b are vented and the control piston 16 moves to the lowest position and closes the valve seat with the guide or sealing sleeve 56.

[0109] Furthermore, the printing of the backup control connection 14e results in the backup control piston 42 then moving into the Fig. 3 and upon further displacement opens the valve seat of the guide or sealing sleeve 56 and the control piston 16.

[0110] This opening means that the supply connection 18 can now be connected again to the trailer control line 46, which in the backup case leads to a safe and purely pneumatic braking of the trailer, in the manner already described above.

[0111] To reduce the braking effect, the trailer control line 46 must be vented, which is done by moving the backup piston 42 to its uppermost position and thus the Fig. 2 shown switching position can be transferred to the backup case.

[0112] Fig. 4 shows a schematic representation of a second embodiment of a trailer control module 110 according to the invention.

[0113] The Fig. The second embodiment of the trailer control module 110 according to the invention shown in Figure 4 has essentially the same structural and functional features as the Fig. 1 to 3 show the first embodiment of the trailer control module 10 according to the invention.

[0114] Only the following structural and functional differences will be highlighted: According to Fig. 4, the second control valve 32 is arranged in the feedback line 24.

[0115] The second control valve 32 is further arranged in the feedback line 24 between the throttle 26 and the feedback port 14b.

[0116] Fig. 5 shows a schematic representation of a third embodiment of a trailer control module 210 according to the invention.

[0117] The Fig. The third embodiment of the trailer control module 210 according to the invention shown in Figure 5 has essentially the same structural and functional features as the one shown in Fig. 4 shows the second embodiment of the trailer control module 110.

[0118] Only the following structural and functional differences will be highlighted: The throttle 26 is integrated into the second control valve 32 so that a more compact and efficient valve device is formed and the throttle effect can be blocked.

[0119] Fig. 6 and Fig. 7 shows a schematic representation of a fourth embodiment of a trailer control module 310 according to the invention.

[0120] The Fig. 6 and Fig. The fourth embodiment of the trailer control module 310 according to the invention shown in Figure 7 has essentially the same structural and functional features as the one shown in Fig. 1 and Fig. 2 shows the first embodiment of the trailer control module 10.

[0121] Furthermore, in Fig. 6 shows the stable state of bistability, which with respect to the first embodiment of the trailer control module 10 in Fig. 1 is shown, and in Fig. 7 shows the stable state of bistability which, with respect to the first embodiment of the trailer control module 10, is Fig. 2 is shown.

[0122] Only the structural and functional differences will be highlighted below.

[0123] The feedback port 14b is configured as the trailer control port 14g. In a sense, the feedback port 14b forms the trailer control port 14g. In other words, the feedback port 14b also functions as the trailer control port 14g.

[0124] The trailer control line 46, which is connected to the feedback port 14b acting as the trailer control port 14g, has a trailer control line branch 58 to which the feedback line 24 is connected.

[0125] The feedback connection 14b can therefore be connected to the first control branch 22a via the trailer control line branch 58 and the feedback line 24.

[0126] Additionally or alternatively, it is also conceivable that the feedback connection 14b is designed as the trailer control line branch 58.

[0127] Additionally or alternatively, it is also conceivable that the feedback line 24 is connected to the feedback connection 14b and has the trailer control line branch 58 to which the trailer control line 46 can be connected or is connected.

[0128] Compared to the first embodiment, the feedback line 24 is no longer connected to the second pressure chamber 14d, but rather to the trailer control line 46. However, the feedback line 24 is still connected to the second pressure chamber 14d via the trailer control line 46.

[0129] The brake pressure to the trailer can also be transmitted to the control line 22 via the feedback line 24, whereby the control pressure can decrease or increase depending on whether the control or the brake pressure is or becomes higher.

[0130] If the pressure is not regulated by the valves, the pressure can continue to rise and the control piston 16 moves into the switching position, which corresponds to a parking state (see. Fig. 6), or the pressure may drop and the control piston 16 moves into the switching position which corresponds to a driving condition (cf. Fig. 7).

[0131] As in Fig. As shown in Figure 6, during parking, the first pressure chamber 14c is connected via the feedback line 24, and the second pressure chamber 14d is connected to the third pressure chamber 14f. If there is an air loss in the first pressure chamber 14c or the associated control line 22, additional air is supplied via this connection or path. As a result, the control pressure at the control piston 16 is maintained, and the control piston 16 remains stable in the switching position corresponding to a parking state.

[0132] As in Fig. 7, when driving, the first pressure chamber 14c is connected via the feedback line 24 to the second pressure chamber 14d and thus to the vent 54. If a leak occurs and air flows into the first pressure chamber 14c or into the associated control line 22, the air can be vented via this connection or path (ie, can be vented) and the vehicle can remain safely in the driving state, or the control piston 16 remains stable in the switching position corresponding to a driving state.

[0133] Consequently, the data related to Fig. 6 and Fig. 7, the switching positions described define two stable states of the control piston 16; in other words, the bistability.

[0134] Consequently, the control piston 16 can be controlled bistable by the control port 14a and by the feedback port 14b.

[0135] To a certain extent, the control piston 16 can be controlled bistable by the control connection 14a via the feedback connection 14b, in particular via the feedback connection 14b and the feedback line 24.

[0136] Referring to Fig. 6 and Fig. 7, it is additionally or alternatively also conceivable that at least one connection, for example a line, integrated in the housing 14 can be provided, which connects the first pressure chamber 14c and the second pressure chamber 14d to one another.

[0137] In this case, the feedback line 24 can be configured as an integrated line in the housing 14. Accordingly, their respective (integrated) openings into or onto the first pressure chamber 14c and the second pressure chamber 14d can be understood as a control port, for example, the control port 14a, and a feedback port, for example, the feedback port 14b.

[0138] Fig. 8 shows a schematic representation of a fifth embodiment of a trailer control module 410 according to the invention.

[0139] The Fig. The fifth embodiment of the trailer control module 410 according to the invention shown in Figure 8 has essentially the same structural and functional features as the Fig. 6 and Fig. 7 shows an embodiment of the trailer control module 310 according to the invention.

[0140] Only the following structural and functional differences will be highlighted: The trailer control line 46, which is connected to the feedback port 14b acting as the trailer control port 14g, also has the trailer control line branch 58 to which the feedback line 24 is connected.

[0141] This feedback line 24 is connected to the first control port 14a, wherein the second control valve 32 is arranged in the feedback line 24.

[0142] In a sense, the part of the feedback line 24 that is arranged between the second control valve 32 and the first control port 14a functions as a control line 22.

[0143] The feedback connection 14b is consequently connectable to the first control connection 14a via the trailer control line branch 58 and the feedback line 24 via the second control valve 32.

[0144] Additionally or alternatively, it is also conceivable that the feedback connection 14b is designed as the trailer control line branch 58.

[0145] Additionally or alternatively, it is also conceivable that the feedback line 24 is connected to the feedback connection 14b and has the trailer control line branch 58 to which the trailer control line 46 can be connected or is connected.

[0146] The second control valve 32 arranged in the feedback line 24 is designed here as a pneumatically controlled 3 / 2-way control valve and has a passage position and a vent position, wherein the second control valve 32 is in the passage position in the control pressure-free state.

[0147] The second control valve 32 is connected via a PPB / EPB line 60 (i.e. a pneumatic parking brake / electronic parking brake line 60) to a PPB / EPB connection (i.e. a pneumatic parking brake / electronic parking brake connection, via which, for example, a corresponding parking brake actuation can be forwarded) of the parking brake device 12 and can be pneumatically controlled via this PPB / EPB line 60.

[0148] In the passage position of the second control valve 32 (cf. Fig. 8) the first control connection 14a is connectable to the trailer control line 46 or connected via the feedback line 24 and thus also the first pressure chamber 14c.

[0149] In the venting position of the second control valve 32, the feedback line 24 is interrupted by the switching position of the second control valve 32 and the first control connection 14a can be vented or is vented and thus the first pressure chamber 14c (in each case via the part of the feedback line 24 which is arranged between the second control valve 32 and the first control connection 14a).

[0150] Due to the previously described arrangement of the feedback line 24, the brake pressure can be transmitted to the trailer via this feedback line 24 to the first control connection 14a, whereby the control pressure can decrease or increase depending on whether the control or the brake pressure is or becomes higher.

[0151] The first control port 14a can also be vented by the second control valve 32 (in the venting position).

[0152] Furthermore, the foot brake valve control line 36, which is connected to the backup control port 14e of the housing 14, is connected to the first control valve 28 and the third control valve 34 by means of a branch.

[0153] The first control valve 28 is designed as a 2 / 2-way solenoid control valve and has a blocking position and a through position, wherein the first control valve 28 is in the blocking position in its de-energized state.

[0154] The first control valve 28 is also connected to the supply line branch 20a (by means of a pipeline).

[0155] The supply line branch 20a is thus connectable or connected (in the through position) to the foot brake valve control line 36 via the first control valve 28.

[0156] The third control valve 34 is designed as a 2 / 2-way solenoid control valve and has a blocking position and a venting position, wherein the third control valve 34 is also in the blocking position when de-energized.

[0157] Regarding bistability, the Fig. 8 shows the stable state of bistability, which is shown with respect to the fourth embodiment of the trailer control module 310 in Fig. 6 is shown.

[0158] If the pressure is not regulated by the valves, the pressure can continue to rise and the control piston 16 moves into the switching position, which corresponds to a parking state (see. Fig. 8), or the pressure may drop and the control piston 16 moves into the switching position corresponding to a driving condition (not shown in the figures).

[0159] As in Fig. As shown in Figure 8, during parking, the first pressure chamber 14c is connected via the feedback line 24, and the second pressure chamber 14d is connected to the third pressure chamber 14f. If there is a loss of air in the first pressure chamber 14c, additional air is supplied via this connection or path. As a result, the control pressure at the control piston 16 is maintained, and the control piston 16 remains stable in the switching position corresponding to a parking state.

[0160] During driving (not shown in the figures), the first pressure chamber 14c is connected to the vent via the feedback line 24 and the second control valve 32 (in the venting position). If a leak occurs and air flows into the first pressure chamber 14c, the air can be vented via this connection or path (i.e., can be vented), and the vehicle can remain safely in the driving state, or the control piston 16 remains stable in the switching position corresponding to a driving state.

[0161] Consequently, two stable states of the control piston 16 can be defined; in other words, the bistability.

[0162] Consequently, the control piston 16 can be controlled bistable by the control port 14a and by the feedback port 14b.

[0163] To a certain extent, the control piston 16 can be controlled bistable by the control connection 14a via the feedback connection 14b, in particular via the feedback connection 14b and the feedback line 24.

[0164] Fig. 9 shows a schematic representation of a sixth embodiment of a trailer control module 510 according to the invention.

[0165] The Fig. The sixth embodiment of the trailer control module 510 according to the invention shown in Figure 9 has essentially the same structural and functional features as the Fig. 8 shows an embodiment of the trailer control module 410 according to the invention.

[0166] Only the following structural and functional differences will be highlighted: The trailer control line 46, which is connected to the feedback port 14b acting as the trailer control port 14g, also has the trailer control line branch 58 to which the feedback line 24 is connected.

[0167] This feedback line 24 is connected to the first control port 14a, wherein the second control valve 32 is arranged in the feedback line 24.

[0168] In a sense, the part of the feedback line 24 that is arranged between the second control valve 32 and the first control port 14a functions as a control line 22.

[0169] The feedback connection 14b is consequently connectable to the first control connection 14a via the trailer control line branch 58 and the feedback line 24 via the second control valve 32.

[0170] Additionally or alternatively, it is also conceivable that the feedback connection 14b is designed as the trailer control line branch 58.

[0171] Additionally or alternatively, it is also conceivable that the feedback line 24 is connected to the feedback connection 14b and has the trailer control line branch 58 to which the trailer control line 46 can be connected or is connected.

[0172] The second control valve 32 arranged in the feedback line 24 is designed here as a pneumatically controlled 2 / 2-way control valve and has a through position and a blocking position, wherein the second control valve 32 is in the through position in the control pressure-free state.

[0173] The second control valve 32 is connected via the PPB / EPB line 60 (i.e. the pneumatic parking brake / electronic parking brake line 60) to the PPB / EPB connection (i.e. the pneumatic parking brake / electronic parking brake connection, via which, for example, a corresponding parking brake actuation can be forwarded) of the parking brake device 12 and can be pneumatically controlled via this PPB / EPB line 60.

[0174] Furthermore, the second control valve 32 is connected to the foot brake valve control line 36 and can also be pneumatically controlled via this foot brake valve control line 36.

[0175] In the passage position of the second control valve 32 (cf. Fig. 9) the first control connection 14a is connectable to the trailer control line 46 or connected via the feedback line 24 and thus also the first pressure chamber 14c.

[0176] In the blocking position of the second control valve 32, the feedback line 24 is interrupted by the switching position of the second control valve 32.

[0177] The feedback line 24 further comprises a first branch 62 and a second branch 64, which are arranged between the second control valve 32 and the control port 14a.

[0178] A connecting line connects the first branch 62 of the feedback line 24 to the foot brake valve control line 36, with a fifth control valve 66 being arranged in this connecting line.

[0179] The fifth control valve 66 arranged in the connecting line is designed here as a pneumatically controlled 2 / 2-way control valve and has a through position and a blocking position, wherein the fifth control valve 66 is in the blocking position in the control pressure-free state.

[0180] The fifth control valve 66 is connected to the PPB / EPB connection of the parking brake device 12 via the PPB / EPB line 60 and can be pneumatically controlled via this PPB / EPB line 60.

[0181] In the passage position of the fifth control valve 66, the first control connection 14a is connectable to the foot brake valve control line 36 or is connected via the feedback line 24, in particular a partial section of the feedback line 24.

[0182] In the blocking position of the fifth control valve 66 (see Fig. 9) the feedback line 24 is / will be separated from the foot brake valve control line 36 by the switching position of the fifth control valve 66 or the said connecting line is / will be interrupted.

[0183] Since the second control valve 32 is in the open position in the control pressure-free state and the fifth control valve 66 is in the blocking position in the control pressure-free state, both control valves 32, 66 can only ever be in opposite switching positions by means of a (e.g. sole) control via the PPB / EPB line 60.

[0184] Due to the previously described arrangement of the feedback line 24, the brake pressure can be transmitted to the trailer via this feedback line 24 to the first control connection 14a, whereby the control pressure can decrease or increase depending on whether the control or the brake pressure is or becomes higher.

[0185] Furthermore, the first control valve 28 and the third control valve 34 are connected to the feedback line 24 by means of the second branch 64 of the feedback line 24.

[0186] The foot brake valve control line 36, which is connected to the backup control connection 14e of the housing 14, is thus connectable or connected to the first control valve 28 and the third control valve 34 via the fifth control valve 66 and the first and second branches 62, 64 of the feedback line 24 (when control pressure is applied to the fifth control valve 66 via the PPB / EPB line 60).

[0187] The first control valve 28 is designed as a 2 / 2-way solenoid control valve and has a blocking position and a through position, wherein the first control valve 28 is in the blocking position in its de-energized state.

[0188] The first control valve 28 is also connected to the supply line branch 20a (by means of a pipeline).

[0189] The supply line branch 20a is thus connectable or connected (in the through position) to the foot brake valve control line 36 via the first control valve 28 and the fifth control valve 66.

[0190] The third control valve 34 is designed as a 2 / 2-way solenoid control valve and has a blocking position and a venting position, wherein the third control valve 34 is also in the blocking position when de-energized.

[0191] Regarding bistability, the Fig. 9 shows the stable state of bistability, which is shown with respect to the fourth embodiment of the trailer control module 310 in Fig. 6 (and which is related to the fifth embodiment of the trailer control module 410 in Fig. 8 is shown).

[0192] If the pressure is not regulated by the valves, the pressure can continue to rise and the control piston 16 moves into the switching position, which corresponds to a parking state (see. Fig. 9), or the pressure may drop and the control piston 16 moves into the switching position corresponding to a driving condition (not shown in the figures).

[0193] As in Fig. As shown in Figure 9, during parking, the first pressure chamber 14c is connected via the feedback line 24, and the second pressure chamber 14d is connected to the third pressure chamber 14f. If there is a loss of air in the first pressure chamber 14c, additional air is supplied via this connection or path. As a result, the control pressure at the control piston 16 is maintained, and the control piston 16 remains stable in the switching position corresponding to a parking state.

[0194] When driving (not shown in the figures), the first pressure chamber 14c is connected via the feedback line 24 to the second pressure chamber 14d and thus to the vent 54. If a leak occurs and air flows into the first pressure chamber 14c, the air can be vented via this connection or path (ie, can be vented) and the vehicle can remain safely in the driving state, or the control piston 16 remains stable in the switching position corresponding to a driving state.

[0195] Consequently, two stable states of the control piston 16 can be defined. These two states define the bistability.

[0196] Consequently, the control piston 16 can be controlled bistable by the control port 14a and by the feedback port 14b.

[0197] To a certain extent, the control piston 16 can be controlled bistable by the control connection 14a via the feedback connection 14b, in particular via the feedback connection 14b and the feedback line 24. LIST OF REFERENCE SYMBOLS 10 Trailer control module 12 Parking brake device 14 housings 14a first control connection 14b Feedback connection 14c first pressure chamber 14d second pressure chamber 14e Backup control connection 14f third pressure chamber 14g trailer control connection 14h trailer supply connection 14i fourth pressure chamber 16 control pistons 16a first pneumatic active surface 16b second pneumatic effective area 18 Supply connection 20 supply line 20a Supply line branch 22 first control line 22a first tax junction 22b second tax junction 24 Feedback line 26 Throttle 28 first control valve 30 Control valve arrangement 32 second control valve 32a pneumatic valve control connection 34 third control valve 36 Foot brake valve control line 38 second control line 40 fourth control valve 42 backup control pistons 42a pneumatic effective area of ​​the backup control piston 44 Backup control line 46 Trailer control line 48 Pressure sensor 50 trailer supply line 52 piston spring 54 Ventilation 56 Guide or sealing sleeve 58 Trailer control line branch 60 PPB / EPB line 62 first branch of the feedback line 64 second branch of the feedback line 66 fifth control valve 110 Trailer control module 210 trailer control module 310 trailer control module 410 Trailer control module 510 trailer control module

Claims

[1] Trailer control module (10, 110, 210, 310, 410, 510) for a braking device (12) for a vehicle with at least one control piston (16);and with at least one housing (14) in which the control piston (16) is accommodated, wherein the housing (14) has at least one control connection (14a) and at least one feedback connection (14b) for controlling the control piston (16), wherein the housing (14) further has at least one supply connection (18) which is connected to at least one supply line (20) for supplying the trailer control module (10, 110, 210, 310, 410, 510) with pressurized fluid, wherein the control piston (16) can be controlled bistable by the control connection (14a) and by the feedback connection (14b), wherein the control connection (14a) can be connected to at least one first control line (22) and the first control line (22) has at least one first control branch (22a), and wherein the trailer control module (10, 110, 210, 310, 410, 510) further comprises a control valve arrangement (30); characterized bythat at least one first control valve (28) is arranged in the first control line (22), wherein the first control line (22) further has a second control branch (22b), and wherein the control valve arrangement (30) can be connected to the second control branch (22b) via at least one second control line (38). [2] Trailer control module (10, 110, 210, 310, 410, 510) for a braking device (12), for a vehicle with at least one control piston (16);and with at least one housing (14) in which the control piston (16) is accommodated, wherein the housing (14) has at least one control connection (14a) and at least one feedback connection (14b) for controlling the control piston (16), wherein the housing (14) further has at least one supply connection (18) which is connected to at least one supply line (20) for supplying the trailer control module (10, 110, 210, 310, 410, 510) with pressurized fluid, wherein the control piston (16) can be controlled bistable by the control connection (14a) and by the feedback connection (14b), wherein the control connection (14a) can be connected to at least one first control line (22) and the first control line (22) has at least one first control branch (22a), and wherein the trailer control module (10, 110, 210, 310, 410, 510) further comprises a control valve arrangement (30); characterized byin that the housing (14) has at least one backup control connection (14e) which can be connected to at least one control output of at least one foot brake module via at least one foot brake valve control line (36), wherein the control valve arrangement (30) has at least one second control valve (32), and wherein the second control valve (32) has at least one pneumatic valve control connection (32a) which can be connected to the foot brake valve control line (36) via at least one backup control line (44). [3] Trailer control module (10, 110, 210, 310) according to claim 1 or claim 2, characterized by in that the supply line (20) has at least one supply line branch (20a), wherein the control connection (14a) can be connected to the supply line (20) via the first control line (22) and via the supply line branch (20a). [4] Trailer control module (10, 110, 210, 310) according to claim 3, characterized bywherein the feedback terminal (14b) is connectable to the first control branch (22a) via at least one feedback line (24). [5] Trailer control module (10, 110, 310, 410, 510) according to one of the preceding claims, characterized by that at least one throttle (26) is arranged in the first control line (22) and / or in the feedback line (24). [6] Trailer control module (10, 110, 210, 310, 410, 510) according to one of the preceding claims, characterized by , wherein the control valve arrangement (30) is connectable to the first control line (22) and / or to the feedback line (24). [7] Trailer control module (10, 110, 210, 310, 410, 510) according to claim 6, characterized by that the control valve arrangement (30) has a second control valve (32) and / or a third control valve (34). [8] Trailer control module (10, 110, 210, 310) according to claim 7, characterized bythat the second control valve (32) is designed as a pneumatically controlled 2 / 2-way control valve and / or wherein the third control valve (34) is designed as a 2 / 2-way solenoid control valve. [9] Trailer control module (110, 210, 410, 510) according to one of claims 7 or 8 or according to claim 2 and one of claims 4 to 8, characterized by that the second control valve (32) is arranged in the feedback line (24). [10] Trailer control module (210) according to claim 9, characterized by that the throttle (26) is integrated into the second control valve (32). [11] Parking brake device (12) for a vehicle with at least one trailer control module (10, 110, 210, 310, 410, 510) according to one of the preceding claims. [12] Commercial vehicle with at least one parking brake device (12) according to claim 11 and with at least one trailer control module (10, 110, 210, 310, 410, 510) according to one of claims 1 to 10.

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