Multi-channel brake modulator with redundancy function

Abstract

The invention relates to an electropneumatic multi-channel brake pressure modulator (1), wherein a first electropneumatic pilot control unit (15) is designed to provide a first control pressure (pS1), wherein a second electropneumatic pilot control unit (21) is designed to provide a second control pressure (pS2), wherein a first main valve arrangement (17) is designed to provide a first brake pressure (pB1), wherein a second main valve arrangement (23) is designed to provide a second brake pressure (pB2), wherein a first connection (28) and a second connection (28) are free of selectively switchable elements, and wherein the multi-channel brake pressure modulator (1) has a redundancy circuit (45) for providing a first pressure (pS1, pB1) of a first channel (7) as a control pressure (pS) for the second main valve arrangement (23) and / or for providing a second pressure (pS2,pB2) of a second channel (9) as the control pressure (pS) for the first main valve arrangement (17). Furthermore, the invention relates to a braking system (100) and a commercial vehicle (202).

Description

The invention relates to an electropneumatic multichannel brake pressure modulator for a commercial vehicle, having at least one first supply connection for connecting a first compressed air supply for providing supply pressure to the first supply connection, at least one first channel and one second channel, wherein the first channel comprises a first working connection, a first electropneumatic pilot unit and a first main valve arrangement, and wherein the second channel comprises a second working connection, a second electropneumatic pilot unit and a second main valve arrangement. The electropneumatic multi-channel brake modulator further comprises a first electronic control unit for controlling the first electropneumatic pilot control unit and a second electronic control unit for controlling the second electropneumatic pilot control unit, wherein the first electropneumatic pilot control unit is designed to receive supply pressure from the supply connection and to provide a first control pressure as a function of first control signals which are provided by the first electronic control unit at the first electropneumatic pilot control unit, and wherein the second electropneumatic pilot control unit is designed to receive supply pressure from the supply connection and to provide a second control pressure as a function of second control signals which are provided by the second electronic control unit at the second electropneumatic pilot control unit. The first main valve arrangement is designed to receive a control pressure and to provide a volume-boosted first brake pressure corresponding to the received control pressure at the first working connection, and the second main valve arrangement is designed to receive a control pressure and to provide a volume-boosted second brake pressure corresponding to the received control pressure at the second working connection.Vehicles, in particular commercial vehicles, are usually equipped with pneumatic brake systems. In such pneumatic brake systems, electropneumatic brake pressure modulators of the above-mentioned type are used. Pneumatic brake systems for motor vehicles generally have a pneumatically actuated wheel brake for each wheel of the motor vehicle. A working medium for the wheel brakes, in particular compressed air, is provided under static pressure in a storage container. Electropneumatic brake systems often comprise a brake signal transmitter which is coupled to a brake pedal which can be actuated by the driver of the motor vehicle. Upon actuation of the brake pedal, the brake signal generator generates a brake request signal. Depending on the brake request signal, a corresponding brake pressure is provided at the wheel brakes. In modern vehicles, the brake signal transmitter can also operate purely electronically, so that a brake request signal is output in particular by a control unit or the like. This enables a partially or fully autonomous brake actuation. An electronic control unit controls the brake pressure modulator as a function of the braking requirements. To simplify assembly, an electronic control unit of the electropneumatic brake pressure modulator can form the control unit which provides the electronic brake request signal or brake request signal. In order to be able to control the driving dynamics of the commercial vehicle in an adjusted manner, modern vehicles generally have a plurality of brake circuits which can be controlled independently of one another. For example, front wheel brakes may be assigned to a first brake circuit, while rear wheel brakes of the utility vehicle are assigned to a second brake circuit. Furthermore, the brake circuits can alternatively or additionally also be assigned to different sides of the vehicle. To simplify assembly, weight reduction and / or to achieve a cost reduction, it is advantageous if a brake modulator has a plurality of channels which can be assigned to the various brake circuits of a brake system. For example, a single such multi-channel brake modulator can provide both a brake pressure for a front axle brake circuit and a brake pressure for a rear axle brake circuit.In particular, in view of the increasing automation of vehicles, it is important that the vehicle can still be brought to a standstill reliably even in the event of a fault. The vehicle can advantageously be operated even further in spite of the presence of an electrical fault in order to reduce downtime.Against this background, EP 4 186 760 A1 discloses a redundant control system for controlling a first pressure for a first brake actuator and a second pressure for a second brake actuator of a vehicle. The system comprises a first electronic control unit controlling a first valve arrangement configured to provide a first pressure; a second electronic control unit controlling a second valve arrangement configured to provide a second pressure; a first switching valve controlled by the first electronic control unit and configured to provide the second delivery pressure by selecting one of the first pressure and the second pressure; a second switching valve controlled by the second electronic control unit and configured to provide the first delivery pressure by selecting one of the first pressure and the second pressure.EP 3 174 769 B1 discloses a brake pressure modulator of an electropneumatic brake system of a commercial vehicle, wherein the brake pressure modulator has at least two pressure regulating circuits combined to form a structural unit, in which the pressure regulating circuits are each assigned to a brake circuit of a vehicle axle, in which each of the pressure regulating circuits is connected or can be connected to its own compressed air storage container, in which at least one redundancy control pressure path, at least one venting path and a common control electronics system for the pressure regulating circuits are present, and in which the pressure regulating circuits can be regulated independently of one another by means of the control electronics system, wherein each pressure regulating circuit has its own venting path, and wherein at least one of the pressure regulating circuits has its own redundancy control pressure path and at least one other of the pressure regulating circuits has a device for forced venting in the event of a failure via the assigned venting path.Even if such electropneumatic brake pressure modulators function well, there is still room for improvement, in particular in order to increase the safety of the vehicle, to facilitate the integration of an electropneumatic brake pressure modulator into a brake system or a vehicle, to improve the reliability, to improve the reaction time and / or to reduce the overall cost of an electropneumatic brake pressure modulator.In a first aspect, the invention achieves this object by means of an electropneumatic multichannel brake pressure modulator according to Claim 1. In particular, the invention achieves the aforementioned object in an electropneumatic multichannel brake pressure modulator for a commercial vehicle of the type mentioned at the beginning in that a first connection, which connects the first pilot unit for providing the first control pressure to the first main valve arrangement, is free of selectively switchable elements, a second connection, which connects the second pilot unit for providing the second control pressure to the second main valve arrangement, is free of selectively switchable elements, and in that the multichannel brake pressure modulator furthermore has a redundancy circuit, providing a first pressure of the first channel as control pressure for the second main valve arrangement for outputting the second brake pressure in the redundancy case and / or providing a second pressure of the second channel as control pressure for the first main valve arrangement for outputting the first brake pressure in the redundancy case.A redundancy case is present in particular when the first electronic control unit or the second electronic control unit has a fault and / or fails. Without the presence of a redundancy level, it would possibly not be possible in the event of a fault to control a brake pressure at the first working connection if a fault of the first electronic control unit is present or to control a brake pressure at the second working connection if a fault of the second electronic control unit is present. The invention starts here and makes it possible that in the redundancy case a first pressure of the first channel can be provided as control pressure for the second main valve arrangement and / or that in the redundancy case a second pressure of the second channel can be provided as control pressure for the first main valve arrangement. Preferably, the first electronic control unit and the second electronic control unit are physically separate control units. Particularly preferably, the electronic control unit and the second electronic control unit have energy supplies which are independent of one another. However, it can also be provided that the first electronic control unit and the second electronic control unit are arranged on the same circuit board. For example, the control units can be formed by two processors of a printed circuit board or can be divided only at the program level.In a multi-channel brake pressure modulator having at least a first channel and a second channel, the two channels and their respective electronic control unit can form a mutual redundancy plane. It is nevertheless desirable to avoid disadvantages for normal operation (the case without failure of an electronic control unit), since this normal operation will be present in the vast majority of cases. The first connection and the second connection are each free of selectively switchable elements. Such connections are also referred to herein as switch-free connections. The first pilot unit is thus connected in a non-switching manner to the first main valve arrangement and the second pilot unit is connected in a non-switching manner to the second main valve arrangement. The invention is based on the finding that the dynamics and / or robustness of the multi-channel brake modulator can be improved if the first pilot control unit is connected to the first main valve arrangement in a non-switchable manner and if the second pilot control unit is connected to the second main valve arrangement in a non-switchable manner. In normal operation, the first pilot unit provides the control pressure for the first main valve arrangement. A shift-free first connection can allow a particularly high dynamic response when providing the first control pressure, since no shifting processes of selectively switchable components delay this provision. Furthermore, switch-free connections often have a small volume. In response to a braking request, a corresponding brake pressure can thus be provided as quickly as possible. For the switch-free connection between the second pilot control unit and the second main valve arrangement, this applies analogously. Furthermore, a connection without any switches is robust. The lack of a switchable element also eliminates a potential source of error that prevents the provision of control pressure from the first (second) pilot unit to the first (second) main valve assembly. Furthermore, a connection without any switches can be made particularly compact and / or cost-effective. It should be understood that a switch-free connection can also comprise passive or non-switchable elements. For example, a switch-free connection can also contain a check valve. The connection without any switches can then be able to flow through it in one direction only, for example.Preferably, a switch-free connection is a permanent (fluid-conducting) or permanent connection. It should be understood that a switch-free connection can permit flow branchings and / or flow distributions. Preferably, the first pilot unit and the first main valve arrangement are directly connected and / or the first pilot unit and the second main valve arrangement are directly connected. A direct connection comprises exclusively flow-conducting components, such as hoses, pipes and distributors, but no valves. The advantageous switch-free connection also enables passive redundancy. Such passive redundancy can be effected without a dedicated changeover valve and is thus more fail-safe and less expensive than variants with a changeover valve between the first (or second) pilot control unit and the first (or second) main valve arrangement.The electropneumatic multi-channel brake pressure modulator comprises at least two channels, but can preferably also have three or more channels.In a first preferred embodiment of the electropneumatic multi-channel brake pressure modulator, the first pilot unit of the first channel has a first inlet valve for controlling the first control pressure and a first outlet valve, and the second pilot unit of the second channel has a second inlet valve for controlling the second control pressure and a second outlet valve. The first inlet valve and / or the second inlet valve is preferably designed as a switchable 2 / 2-way valve, particularly preferably as an electronically switchable 2 / 2-way valve. The first outlet valve and / or the second outlet valve is preferably designed as a switchable 2 / 2-way valve, particularly preferably as an electronically switchable 2 / 2-way valve. The first inlet valve, the second inlet valve, the first outlet valve and / or the second outlet valve can preferably be designed as solenoid valves. The first inlet valve and / or the second inlet valve may allow a modulation of the pressure, in particular depending on control signals of the first and / or second electronic control unit.The redundancy circuit preferably connects the first pilot unit of the first channel for providing the first control pressure at the second main valve arrangement at least indirectly to the second main valve arrangement, and / or connects the second pilot unit of the second channel for providing the second control pressure at the first main valve arrangement at least indirectly to the first main valve arrangement. Advantageously, the first control pressure provided by the first pilot control unit of the first channel can thus function as control pressure of the second main valve arrangement and / or the second control pressure provided by the second pilot control unit of the second channel can function as control pressure of the first main valve arrangement. The pilot control unit of a channel can thus also be used in the redundancy case as a pilot control unit of the respective other channel or of another channel. An at least indirect connection can be a direct connection. An indirect connection also includes connections in which a further valve is arranged between the pilot unit and the main valve arrangement.In a preferred variant, the first channel has a first control line which connects the first pilot control unit to the first main valve arrangement, and the second channel has a second control line which connects the second pilot control unit to the second main valve arrangement, wherein the redundancy circuit connects the first control line to the second control line. The connection of the control lines by the redundancy circuit allows a particularly simple use of the control pressure in the case of redundancy. The control pressure of a channel can then also be used in the redundancy case as a control pressure for a further channel. Since the redundancy circuit connects only control lines, the volume flow to be conducted is comparatively small and the redundancy circuit can be designed with a small flow cross section. This allows a particularly compact construction and / or high dynamics.The redundancy circuit preferably has a first redundancy valve, wherein the redundancy circuit connects the first control line to the second control line indirectly via the redundancy valve. The redundancy valve is preferably switchable in order to interrupt a connection of the control lines. Thus, the connection of the first control line and the second control line can be interrupted in a normal state. In a redundancy switching state, on the other hand, the first control line can be connected to the second control line in a fluid-conducting manner via the redundancy valve. The redundancy valve can thus limit a control volume during normal operation. Furthermore, the redundancy valve can separate at least the first channel and the second channel from one another and thus prevent an undesired mutual influence during normal operation. The first redundancy valve is preferably prestressed into an open state, in which it allows a fluid-conducting connection of the first control line and the second control line. It can thus be ensured that the redundancy valve automatically opens in the absence of an (electronic and / or pneumatic) control signal. The redundancy valve is preferably an electronically controllable solenoid valve, which particularly preferably allows a fluid-conducting connection of the first control line and the second control line in the non-energized state.Preferably, the redundancy circuit between the first control line and the second control line further comprises a second redundancy valve. The second redundancy valve is preferably designed substantially analogously, particularly preferably identically, to the first redundancy valve. Particularly preferably, the redundancy circuit comprises one redundancy valve per channel of the multi-channel brake pressure modulator.In preferred refinements, the first redundancy valve is an electronically switchable redundancy valve and the second redundancy valve is an electronically switchable redundancy valve, wherein the first electronic control unit is designed to control the first redundancy valve, and wherein the second electronic control unit is designed to control the second redundancy valve. The first redundancy valve is preferably an electronically switchable 2 / 2-way valve and / or the second redundancy valve is an electronically switchable 2 / 2-way valve. The actuation of the at least two redundancy valves of the redundancy circuit via different control units enables a low susceptibility to errors. Thus, a functioning control unit can ensure that a control pressure of one channel is provided to the main valve arrangement of another channel only if this is also necessary. Particularly preferably, the first redundancy valve and the second redundancy valve are open in the non-energized state and allow a fluid-conducting connection of the first control line and the second control line. In the event of a fault in an electronic control unit, the redundancy valve assigned to this control unit then preferably opens automatically. The other (error-free) electronic control unit can then selectively open or close the redundancy valve assigned to it and thus, if required, also provide the control pressure of its channel as control pressure of the main valve arrangement of the defective channel.In a preferred embodiment, the first outlet valve of the first pilot unit has a first outlet valve inlet port connected to a first inlet valve working port of the first inlet valve and a first outlet valve outlet port, the second outlet valve of the second pilot unit has a second outlet valve inlet port connected to a second inlet valve working port of the second inlet valve and a second outlet valve outlet port, and the redundancy circuit connects the first outlet valve outlet port of the first outlet valve of the first channel to the second outlet valve outlet port of the second outlet valve of the second channel. The first outlet valve is preferably provided for venting the first inlet valve working port. Analogously, the second outlet valve is preferably provided for venting the second inlet valve working port of the second inlet valve. In the preferred development, the outlet valves are advantageously used to provide the redundancy function. For example, a first control pressure provided by the first inlet valve at the first inlet valve working port may be provided via the first outlet valve, the redundancy circuit and the second outlet valve at the second inlet valve working port of the second inlet valve. Due to the switching-free connection of the second pilot control unit to the second main valve arrangement, the first control pressure can be used as control pressure for the second main valve arrangement via the redundancy circuit in this example.The electropneumatic multi-channel brake pressure modulator preferably also has a switchable venting valve having a venting position, wherein the venting valve is connected to the first outlet valve outlet connection of the first outlet valve and, in the venting position, connects the first outlet valve outlet connection to a vent of the electropneumatic multi-channel brake modulator, and / or wherein the venting valve is connected to the second outlet valve outlet connection of the second outlet valve and, in the venting position, connects the second outlet valve outlet connection to a vent of the electropneumatic multi-channel brake modulator. The first outlet valve and / or the second outlet valve can then advantageously be used both for providing redundancy and for venting the respective main valve arrangement. The venting valve is then preferably designed to switch between these two functions.In a further preferred embodiment, the electropneumatic multi-channel brake pressure modulator also has a redundancy connection for providing a redundancy pressure. Thus, a pneumatic redundancy can also be provided on the electropneumatic multi-channel brake modulator. For example, a brake pressure can be provided to the multi-channel brake modulator via a foot brake pedal.The redundancy pressure can preferably be controlled as control pressure at the first main valve arrangement if the first electronic control unit has a fault, and / or can be controlled at the second main valve arrangement if the second electronic control unit has a fault. The multi-channel brake modulator is preferably designed to control a brake pressure based on the redundancy pressure only if both the first electronic control unit and the second electronic control unit have a fault.In a preferred variant, the electropneumatic multi-channel brake pressure modulator further comprises a first electronically controllable holding valve and a second electronically controllable holding valve, wherein the first electronically controllable holding valve and the second electronically controllable holding valve connect the redundancy connection to the redundancy circuit, wherein preferably the first electronic control unit is provided for controlling the first electronically controllable holding valve and / or the second electronic control unit is provided for controlling the second electronically controllable holding valve. Preferably, the venting valve is arranged starting from the redundancy connection between the first holding valve and the second holding valve or vice versa. Preferably, the two holding valves are prestressed into an open switching state. By providing two or more holding valves, of which at least one of each of the electronic control units is controllable, it can be ensured that a still functional control unit can control the provision of the redundancy pressure.In a further preferred embodiment, the redundancy circuit connects a first brake pressure port of the first main valve arrangement at least indirectly to a second control port of the second main valve arrangement in order to be able to provide the first brake pressure as control pressure at the second main valve arrangement, wherein the redundancy circuit connects the first brake pressure port preferably via a second outlet valve of the second channel to the second control port. Alternatively or additionally, the redundancy circuit can connect a second brake pressure port of the second main valve arrangement at least indirectly to a first control port of the first main valve arrangement in order to be able to provide the second brake pressure as control pressure at the first main valve arrangement, wherein the redundancy circuit connects the second brake pressure port preferably via a first outlet valve of the first channel to the first control port. In this variant, the brake pressure provided at a channel with a functional electronic control unit can then be used as control pressure for a further channel whose electronic control unit has a fault.In a second aspect, the invention achieves the object by a brake system, in particular an electronically controllable pneumatic brake system, having the features of claim 14. The brake system accordingly has a first brake circuit, a second brake circuit and an electropneumatic multi-channel brake modulator according to the first aspect of the invention, wherein the first working connection of the first channel of the multi-channel brake modulator is connected to the first brake circuit for providing the first brake pressure, and wherein the second working connection of the second channel of the multi-channel brake modulator is connected to the second brake circuit for providing the second brake pressure.The brake system preferably has a first voltage supply for supplying the first electronic control unit with electrical energy, and a second voltage supply for supplying the second electronic control unit with electrical energy. The first voltage supply and the second voltage supply can preferably be operated independently of one another. Thus, a fault in the first voltage supply preferably has no influence on the second voltage supply. Operating safety can be further increased by the provision of two voltage supplies, since electronically controlled braking is still possible even in the event of failure of one of the two voltage supplies.The brake system preferably further comprises an autonomous unit, a first bus system, in particular a first CAN bus, and a second bus system, in particular a second CAN bus, wherein the first electronic control unit of the multi-channel brake modulator is connected to the first bus system for providing and / or receiving signals, and wherein the second electronic control unit of the multi-channel brake modulator is connected to the second bus system for providing and / or receiving signals. The first bus system preferably connects at least the autonomous unit and the first electronic control unit to one another. The provision and / or reception of signals can be effected from the main control unit to the first electronic control unit and / or vice versa. In an analogous manner, the second electronic control unit is preferably connected to the autonomous unit via the second bus system. Alternatively or additionally, the first bus system and / or the second bus system can also be connected to a main control unit of the brake system via the first bus system or the second bus system. However, it can also be provided that the main control unit is an autonomous unit. The autonomous unit may be a semi-autonomous unit or a fully autonomous unit.It should be understood that the multi-channel electro-pneumatic brake pressure modulator according to the first aspect of the invention and the brake system according to the second aspect of the invention have the same and similar sub-aspects as laid down in particular in the dependent claims.In a third aspect, the invention achieves the object mentioned at the beginning by a utility vehicle according to claim 15, comprising a brake system according to the second aspect of the invention. It should be understood that the brake system according to the second aspect of the invention and the utility vehicle according to the third aspect of the invention have the same and similar sub-aspects as are laid down in particular in the dependent claims. In this respect, reference is made in its entirety to the above description.Embodiments of the invention will now be described below with reference to the drawings. These are not necessarily intended to represent the embodiments to scale, but rather the drawings are embodied in schematic and / or slightly distorted form, if this is useful for explanation. With regard to additions to the teachings that can be directly recognized from the drawings, reference is made to the relevant prior art. It should be understood that various modifications and changes may be made to the form and detail of an embodiment without departing from the general spirit of the invention. The features of the invention disclosed in the description, in the drawings and in the claims can be essential for the development of the invention both individually and in any combination. Moreover, all combinations of at least two of the features disclosed in the description, the drawings and / or the claims fall within the scope of the invention. The general idea of the invention is not limited to the exact form or detail of the preferred embodiments shown and described below, or limited to an object that would be limited compared to the object claimed in the claims. In the case of specified rated ranges, values lying within the stated limits should also be disclosed as limit values and can be used and claimed as desired. For the sake of simplicity, the same reference numerals are used below for identical or similar parts or parts with identical or similar function.Further advantages, features and details of the invention are apparent from the following description of the preferred embodiments and from the drawings, in which: FIG. 1 shows an electronically controllable pneumatic brake system with an electropneumatic multi-channel brake pressure modulator; FIG. 2 is a schematic illustration of a first exemplary embodiment of the electropneumatic multi-channel brake pressure modulator; FIG. 3 is a schematic illustration of a second embodiment of the multi-channel electropneumatic brake pressure modulator; FIG. 4 is a schematic illustration of a third embodiment of the multi-channel electropneumatic brake pressure modulator; and FIG. 5 is a schematic illustration of a fourth exemplary embodiment of the electropneumatic multi-channel brake pressure modulator.In the following, the common elements are often first described with reference to the figures, and the differences between the different exemplary embodiments are then explained. In this case, in particular, the commonities are not emphasized further and it should be understood that basically each of the exemplary embodiments can be combined with the further exemplary embodiments.FIG. 1 illustrates an electronically controllable pneumatic brake system 100 for a vehicle 200, in particular commercial vehicle 202. The vehicle 200 has a front axle VA and a rear axle HA, wherein this invention also includes vehicles 200 having more than one, namely in particular two, three or more rear axles and also more than one, in particular two, three or four front axles. The electronically controllable pneumatic brake system 100 comprises, at the rear axle HA, first and second rear axle brake actuators 102 a, 102 bwhich can be opened completely or partially by providing a corresponding rear axle brake pressure pBHA, which is also referred to in the present case as first brake pressure pB 1. The first and second rear axle brake actuators 102 a, 102 bare assigned here to a rear axle brake circuit 104 of the brake system 100. To provide vehicle deceleration at the front axle VA, the brake system 100 further includes first and second front axle brake actuators 106 a, 106 bassociated with a front axle brake circuit 108. Analogously to the rear axle brake actuators 102 a, 102 b, the front axle brake actuators 106 a, 106 bmay also be opened completely or partially by providing a brake pressure pB, namely a front axle brake pressure pBor second brake pressure pB 2. On the front axle VA and the rear axle, ABS valves 110 are additionally provided in order to implement a antilock function. The rear axle brake circuit 104 is here a first brake circuit 104 and the front axle brake circuit 108 is here a second brake circuit 108 of the commercial vehicle 202. However, it can also be provided that the front axle brake circuit 108 forms or comprises the first brake circuit 104, and / or that the rear axle brake circuit 104 forms or comprises the second brake circuit 108.For providing the first brake pressure pB 1 and the second brake pressure pB 2, the electronically controllable pneumatic brake system 100 further comprises an electropneumatic multi-channel brake pressure modulator 1. For this purpose, a supply connection 3 of the multi-channel brake pressure modulator 1 is pneumatically connected to the first compressed air supply 112. It can also be provided that the multi-channel brake pressure modulator 1, as in FIG. 1, is designed for connection to a second compressed air supply 116 of the brake system 1. However, this is only optional and is not shown in the further figures for the sake of simplicity.The electronically controllable pneumatic brake system 100 is designed here by way of example such that it can be operated manually by a driver and also automatically. For this purpose, the vehicle 200 first has a brake value transmitter 118 in the form of an electropneumatic brake pedal. The brake signal generator 118 is connected here via a brake signal line 120 to the multi-channel brake pressure modulator 1. The brake signal generator 118 converts a pedal movement initiated by a driver or a driver of the vehicle 200 into a brake signal SB, which is then provided electronically to the multi-channel brake pressure modulator via the brake signal line 120. The brake value transmitter 118 also provides a pneumatic redundancy pressure pR at a redundancy connection 5 of the multi-channel brake pressure modulator 1. This optional functionality will be explained in detail later. The configuration shown here is merely exemplary and the invention is not explicitly limited thereto. Brake signals SB may also be provided by an autonomous unit 119 at the multi-channel brake pressure modulator 1. The autonomous unit 119 may be configured to fully autonomously control the vehicle 200, for example. However, it can also be provided, for example, that the autonomous unit 119 provides brake signals SB at the multi-channel brake pressure modulator 1 for realizing an emergency braking function. The autonomous unit 119 can preferably also be integrated into the multi-channel brake pressure modulator 1 and / or be realized by an electronic control unit 19, 25 of the multi-channel brake pressure modulator 1. Alternatively or additionally to an autonomous unit 119, the brake system can also comprise a main control unit ECU.At the rear axle HA, the electronically controllable pneumatic brake system 100 further comprises a trailer brake circuit 122, which is provided for supplying a not-shown trailer with trailer brake pressures. The trailer brake circuit 122 comprises a third compressed air supply 124 and an electronically controllable trailer module 126. In the exemplary embodiment shown, the trailer module 126 is connected to the multi-channel brake pressure modulator 1 via a trailer control line 128. The multi-channel brake pressure modulator 1 is designed here to provide trailer control signals ST for controlling the trailer module 126 via the trailer control line 128.In the exemplary embodiment according to FIG. 1, the electropneumatic multi-channel brake pressure modulator 1 has four connections, wherein each of the brake actuators 102 a, 102 b, 106 a, 106 bis supplied with a brake pressure via its own connection of the multi-channel brake pressure modulator 1. In this case, the connections for the first and second rear axle brake actuators 102 a, 102 bin the exemplary embodiment shown are assigned to a first channel 7 of the multi-channel brake pressure modulator 1, and the first and second front axle brake actuators 106 a, 106 bare assigned to a second channel 9 of the multi-channel brake pressure modulator 1. However, it can also be provided that each of the brake actuators 102 a, 102 b, 106 a, 106 bis assigned to its own channel, or that the brake actuators 102 a, 106 aof the right side of the vehicle 200 are assigned to the first channel 7 and the brake actuators 102 b, 106 bof the left side of the vehicle 200 are assigned to the second channel 9. As is also shown in FIGS. 2 to 5, each channel 7, 9 can also have only one single working connection 11, 13. Thus, the first channel 7 can provide the first brake pressure pB 1 only at a first working port 11 for the rear axle brake circuit 104 and / or the second channel 9 can provide the second brake pressure pB 2 only at a second working port 13 for the front axle brake circuit 108.FIG. 2 now schematically shows a first preferred exemplary embodiment of the multi-channel brake pressure modulator 1. for the purpose of illustration, the first compressed air supply 112 and the rear axle brake circuit 104 and the front axle brake circuit 108 are also schematically illustrated in FIG. 2. The multi-channel brake pressure modulator 1 here has the first channel 7 and the second channel 9, wherein the first channel 7 is connected via the first working connection 11 to the rear axle brake circuit 104 in order to provide the first brake pressure pB 1 there. In an analogous manner, the second channel 9 is connected via the second working connection 13 to the front axle brake circuit 108 in order to provide the second brake pressure pB 2 there.The first channel 7 comprises a first electropneumatic pilot unit 15 and a first main valve arrangement 17. a first electronic control unit 19 is provided for controlling the first electropneumatic pilot unit 15. The first electronic control unit 19 is designed to receive the brake signals SB and to control the first electropneumatic pilot control unit 15 on the basis of these signals.In the first exemplary embodiment of the multi-channel brake pressure modulator 1, the second channel 9 is substantially identical to the first channel 7 and comprises a second electropneumatic pilot control unit 21, a second main valve arrangement 23 and a second electronic control unit 25 for controlling the second electropneumatic pilot control unit 21, The provision of a brake pressure is therefore explained below with reference to the first channel 7, wherein the description applies substantially analogously to the second channel 9.In normal operation of the multi-channel brake pressure modulator 1, the first electronic control unit 19 and the second electronic control unit 25 have no fault. Based on the brake signals SB, the control units 19, 25 control their respective channel 7, 9 in order to provide the first brake pressure pB1and the second brake pressure pB2. To provide the first brake pressure pB 1, the first channel 7 receives the supply pressure pV. From the supply connection 3, the supply pressure reaches both the first main valve arrangement 17 and the first pilot control unit 15.The first pilot unit 15 comprises a first inlet valve 27 and a first outlet valve 29. The second pilot unit 21 analogously comprises a second inlet valve 31 and a second outlet valve 33. The second inlet valve 31 comprises, among other things, a second inlet valve working port 31.2. The second outlet valve 33 comprises a second outlet valve inlet port 33.1 and an outlet valve outlet port 33.2.The first inlet valve 27 is designed as an electronically switchable 2 / 2-way valve and receives first control signals S 1 from the first electronic control unit 19. the first inlet valve 27 is preferably de-energized in the first switching position shown in FIG. 2, in which a first inlet valve connection 27.1 is separated from a second inlet valve connection 27.2. The second inlet valve connection 27.2 can also be referred to as inlet valve working connection 27.2. By providing corresponding first control signals S 1, the first inlet valve 27 can be switched between the switching position shown in FIG. 2 and an open switching position in which the first inlet valve connection 27.1 and the second inlet valve connection 27.2 are connected to one another.The supply pressure pV provided at the supply connection 3 is also present at a first inlet valve connection 27.1 of the first inlet valve 27. The first inlet valve 27 provides a first control pressure pS1based on the first control signals S1. Preferably, the first inlet valve 27 is designed to modulate the control pressure pS1. For example, the first inlet valve 27 can be switched stepwise or continuously between the fully closed position (inlet valve connections 27.1, 27.2 disconnected) and the fully open position.The first pilot unit 15 is connected to the first main valve arrangement 17 without any switches. A first connection 28, which connects the first pilot control unit 15 to the first main valve arrangement 17, is free of selectively switchable elements, in particular free of switchable valves. In the exemplary embodiment shown, the first connection 28 is a direct connection without any interposed valves. Via the first connection 28, the first control pressure pS1can be provided by the first pilot unit 15 to the first main valve arrangement 17. In the exemplary embodiment shown in FIG. 2, the second inlet valve connection 27.2, at which the first control pressure pS1 is controlled out, is connected directly and without switching to the first main valve arrangement 17 via a first control line 35. Similarly, a second connection 30 connecting the second pilot unit 21 to the second main valve assembly 23 is free of selectively switchable elements. In the exemplary embodiment shown, the second pilot control unit 21 of the second channel 9 or its second inlet valve 31 is directly connected to the second main valve arrangement 23 via a second control line 37 in order to provide a second control pressure pS2 thereat.The first control pressure pS 1 can be provided particularly reliably at the first main valve arrangement 17 by the non-switching connection. Since switching is not performed between the pilot unit 15 and the main valve unit 17, switching errors in this connection are eliminated. Furthermore, a control volume between the first main valve arrangement 17 and the first pilot control unit 15 is comparatively small, as a result of which a high dynamic range can be achieved. In the exemplary embodiments shown, the first main valve arrangement 17 comprises a first relay valve 39 and the second main valve arrangement analogously comprises a second relay valve 41 with a second control connection 41.4.The first relay valve 39 has a first relay valve supply connection 39.1, a first relay valve venting connection 39.2, a first relay valve working connection 39.3 and a first relay valve control connection 39.4. The first relay valve supply connection 39.1 is connected to the supply connection 3 for receiving supply pressure pV. The first relay valve vent connection 39.2 is connected to a vent 43 which preferably comprises an exhaust muffler (not shown). The first relay valve working port 39.3 of the first main valve arrangement 17 of the first channel 7 is connected to the first working port 11 of the electropneumatic multi-channel brake pressure modulator 1. The first relay valve 39 controls the first brake pressure pB 1 at the first working connection 11 as a function of corresponding control signals.The first relay valve control connection 39.4 is connected to the first control line 35. In normal operation, the first relay valve control connection 39.4 receives the first control pressure pS1from the first inlet valve 27 via the first control line 35. The control of a first brake pressure pB 1 as a function of a pneumatic control signal provided at the first relay valve control connection 39.4 (the first control pressure pS 1 in normal operation) functions without electrical control signals, that is to say even when the first electronic control unit 19 is de-energized and / or has a fault.The first relay valve 39 can also be used for venting the first working connection 11. Thus, the rear axle brake actuators 102 a, 102 bof the rear axle brake circuit 104 may be vented via the relay valve 39. In the exemplary embodiments shown, the first relay valve 39 vents the first working connection 11, provided that the first relay valve control connection 39.4 is also vented. To vent the first relay valve control connection 39.4, the outlet valve 29 is provided here. A first outlet valve connection 29.1, which is also referred to as outlet valve inlet connection 29.1, is likewise connected to the control line 35 and thus also to the first relay valve control connection 39.4. Here, the outlet valve 29 is designed as an electronically switchable 2 / 2-way valve, namely as a solenoid valve. A second outlet valve port 29.2, also referred to as outlet valve outlet port 29.2, is connected to the vent 43. In the switching position shown in FIG. 2, in which the outlet valve 29 is prestressed, the outlet valve 29 is closed and the first outlet valve connection 29.1 and the second outlet valve connection 29.2 are separated. If the control line 35 or the relay valve control connection 39.4 is now to be vented, the outlet valve 29 is brought into an open switching position in which the first outlet valve connection 29.1 and the second outlet valve connection 29.2 are connected in a fluid-conducting manner. For this purpose, the first electronic control unit 19 provides corresponding second control signals S 2 at the first outlet valve 29. The first control line 35 is then indirectly connected to the vent 43 via the outlet valve 29. The mode of operation of the second channel 9 is substantially analogous in normal operation, so that reference is made in this regard to the description of the first channel 7. In normal operation, the first electronic control unit 19 and the second electronic control unit 25 control the first brake pressure pB 1 and the second brake pressure pB 2 substantially independently of one another.For the redundancy case in which one of the electronic control units 19, 25 has a fault, the multi-channel brake pressure modulator 1 comprises additional redundancy. A redundancy circuit 45 is provided to provide this redundancy. The exemplary embodiments of the present disclosure differ substantially in the configuration of their respective redundancy circuit 45, these differences being discussed further below. In the first exemplary embodiment of the multi-channel brake pressure modulator 1 illustrated in FIG. 2, the redundancy circuit 45 connects the first control line 35 of the first channel 7 to the second control line 37 of the second channel 37. The connection is not effected directly here but via a first redundancy valve 47 and a second redundancy valve 49. The redundancy valves 47, 49 of the redundancy circuit 45 are electronically controllable redundancy valves 47, 49, wherein the first redundancy valve 47 is controlled by the first electronic control unit 19 and wherein the second redundancy valve 49 is controlled by the second electronic control unit 25. In the first exemplary embodiment, the redundancy valves 47, 49 are each designed as 2 / 2-way valves. The first redundancy valve 47 is prestressed into the open switching position shown in FIG. 2, so that it is open in the de-energized state and connects a redundancy line 51 to the first control line 35 in a fluid-conducting manner. By corresponding third control signals S 3 of the first electronic control unit 19, the first redundancy valve 47 can be switched to a closed switching position in which the first redundancy valve 47 interrupts a fluid-conducting connection between the first control line 35 and the redundancy line 51.The second redundancy valve 49 is also prestressed here into an open switching position. By means of fourth control signals S 4 of the second electronic control unit 25, it can be switched into a closed switching position. In the open switching position, the second redundancy valve 49 connects the second control line 37 of the second channel 9 in a fluid-conducting manner to the redundancy line 51. in the closed switching position, on the other hand, the second redundancy valve 49 interrupts the connection between the second control line 37 and the redundancy line 51. Thus, if in the first exemplary embodiment of the multi-channel brake pressure modulator 1 both the first redundancy valve 47 and the second redundancy valve 49 are in the respectively open switching position, then the redundancy circuit 51 connects the first control line 35 of the first channel 7 to the second control line 37 of the second channel 9. In normal operation, the first electronic control unit 19 provides the third control signals S 3 and / or the second electronic control unit 25 provides the fourth control signals S 4 in order to interrupt the connection of the control lines 35, 37.If the second electronic control unit 25 now has a fault, for example because a voltage supply of the second electronic control unit 25 is interrupted, a redundancy situation exists. In the first exemplary embodiment, the second inlet valve 31 is prestressed into the open switching position shown in FIG. 2 and thus prevents the second control pressure pS 2 from being provided by the second inlet valve 31 on the second relay valve 41. Since the second electronic control unit 25 also does not provide fourth control signals S 4 in this redundancy case, the second redundancy valve 49 switches into the open switching state and connects the second control line 37 to the redundancy line 51. If a deceleration of the vehicle 200 is now requested by a human driver or the autonomous unit 119, the first electronic control unit 19, which is still functional in this example, provides the first control signals S 1, such that the first control pressure pS 1 corresponding to the first control signals S 1 is controlled out in the first control line 35. In addition, in the case of redundancy, the first electronic control unit 19 does not provide any third control signals S 3, with the result that the first redundancy valve 47 transitions into the open switching position shown in FIG. 2. The first control line 35 is then connected to the second control line 37 via the first redundancy valve 47, the redundancy line 51 and the second redundancy valve 49. The first control pressure pS1of the first channel 7 can thus also be provided as control pressure for the second main valve unit 23 or the second relay valve 41 of the second channel 9. The purely pneumatically operating second relay valve 41 can thus provide a second brake pressure pB 2 at the second working connection 13 corresponding to the first control pressure pS 1 of the first pilot control unit 15 in the redundancy case.Conversely, if the first electronic control unit 19 has a fault and the second electronic control unit 25 is functional, the second control pressure pS2 provided by the second pilot control unit 21 or the second inlet valve 31 of the second pilot control unit 21 can be used in an analogous manner as the control pressure of the second relay valve 41 and as the control pressure of the first relay valve 39 of the first channel 7. The electropneumatic multi-channel brake pressure modulator 1 thus also allows electronic control of the first brake pressure pB 1 and of the second brake pressure pB 2 even in the event of failure of one of the two electronic control units 19, 25.In the first exemplary embodiment (FIG. 2 ), further redundancy is also provided. If necessary, the redundancy pressure pR provided at the redundancy port 5 can also be used as control pressure for the first main valve arrangement 17 and / or the second main valve arrangement 23. In the second exemplary embodiment, the use of the redundancy pressure pR as control pressure is provided in particular for the case in which both the first electronic control unit 19 and the second electronic control unit 25 have a fault. If, for example, the first electronic control unit 19 and the second electronic control unit 25 are de-energized, the first inlet valve 27 and the second inlet valve 31 are closed and do not provide a first control pressure pS1and a second control pressure pS2, respectively. In the manner described above, the first and second redundancy valves 47, 49 are open and connect the first control line 35 to the second control line 37.The redundancy connection 5 is connected to the first redundancy valve 47 and the redundancy line 51 in a fluid-conducting manner, such that the redundancy pressure pR is present as control pressure at the first main valve arrangement 17 and the second main valve arrangement 23. In the exemplary embodiment shown, the redundancy connection 5 is only indirectly connected to the first redundancy valve 47 and the second redundancy valve 49. Thus, in the first exemplary embodiment of the multi-channel brake pressure modulator 1, a first holding valve 53 and a second holding valve 55 are provided between the redundancy connection 5 and the redundancy valves 47, 49. The holding valves 53, 55 are preferably of identical design. Here, the first holding valve 53 and the second holding valve 55 are each designed as an electronically switchable 2 / 2-way valve. The holding valves 53, 55 are prestressed into the open switching position shown in FIG. 2, so that they are open in the de-energized state and allow the fluid-conducting connection of the supply connection 5 to the first redundancy valve 47 or the second redundancy valve 49.The first holding valve 53 is controlled by the first electronic control unit 19. The first electronic control unit 19 is designed to provide fifth control signals S 5 at the first holding valve 53 in order to switch it into a closed switching position and thus to interrupt the fluid-conducting connection between the redundancy connection 5 and the redundancy valves 47, 49. Thus, for example, it can be achieved that the redundancy pressure pR is used as control pressure of the first main valve arrangement 17 and the second main valve arrangement 37 only if both the first electronic control unit 19 and the second electronic control unit 25 have a fault. As long as the first electronic control unit 19 is still functional, however, it can interrupt the connection between the control lines 35, 37 and the redundancy connection 5 by providing corresponding fifth control signals S 5 (and closing the first holding valve 53). In an analogous manner, the second electronic control unit 25 is connected to the second holding valve 55 for providing sixth control signals S 6.FIG. 3 now schematically shows a second preferred exemplary embodiment of the multi-channel brake pressure modulator 1, wherein the differences from the multi-channel brake pressure modulator 1 according to the first exemplary embodiment are substantially discussed below. In the second exemplary embodiment of the multi-channel brake pressure modulator 1, the redundancy line 51 of the redundancy circuit 45 connects the first outlet valve 29 and the second outlet valve 33 directly to one another. For a redundancy case in which one of the electronic control units 19, 25 continues to be functional, the first control line 35 is connected to the second control line 37 via the first outlet valve 29, the redundancy line 51 and the second outlet valve 33. In the second exemplary embodiment, the first control pressure pS1 can therefore also be used as control pressure pS of the second main valve arrangement 23 and / or the second control pressure pS2 can be used as control pressure pS of the first main valve arrangement 17. Similarly to the multichannel brake pressure modulator 1 of the first exemplary embodiment, two holding valves 53, 55 are also provided in the multichannel brake pressure modulator 1 according to the second exemplary embodiment, which valves can establish or block an (indirect) connection of the redundancy connection 5 to the control lines 35, 37.In the second exemplary embodiment of the multi-channel brake pressure modulator 1, no redundancy valves 47, 49 are provided, since the outlet valves 29, 33 are directly connected. In order to nevertheless permit venting of the control lines 35, 37, a venting valve 57 is provided. Here, the air vent valve 57 is disposed between the first holding valve 53 and the second holding valve 55. However, it can also be provided that the venting valve 57 is arranged between the redundancy connection 5 and one of the retaining valves 53, 55, or that both retaining valves 53, 55 are arranged between the redundancy connection 5 and the venting valve 57.The venting valve 57 is here an electronically switchable 3 / 2-way valve. In the switching position shown in FIG. 3, the venting valve 57 connects the two holding valves 53, 55 to one another in a fluid-conducting manner. The venting valve is preferably prestressed into this redundancy switching position. In the second embodiment, the first electronic control unit 19 is provided for controlling the air vent valve 57. However, it can also be provided that the second electronic control unit 25 controls the venting valve 57. As a result of the prestressing into the redundancy switching position, the redundancy connection 5 is connected to the redundancy line 51 in the event of a fault in both electronic control units 19, 25 and the redundancy pressure pR can be used as control pressure for the first main valve arrangement 17 and the second main valve arrangement 23.By providing corresponding seventh control signals S 7, the venting valve 57 can be switched into a venting position 58. In this venting position 58, a first venting valve connection 57.1 is connected to a second venting valve connection 57.2 in a fluid-conducting manner. The first venting valve connection 57.1 is connected to the vent 43 while the second venting valve connection 57.2 is connected to the first holding valve 53. When the vent valve 57 is in the vent position 58, the first control line 35 may be vented via the first outlet valve 29 and the first retaining valve 53. For this purpose, in the second exemplary embodiment shown, the first electronic control unit 19 then provides the seventh control signals S 7 for the venting valve 57. at the first electronic control unit 19 does not provide any second control signals S 2, so that the outlet valve 29 is open. The second control line 37 of the second channel 35 can be vented by appropriate switching of the second outlet valve 39 of the first holding valve 53 and of the venting valve 57. In the event of a fault in both control units 19, 25, the control lines 35, 37 can be vented via the redundancy connection 5. For example, the venting can then take place via the brake value generator 118 connected to the redundancy connection 5.FIG. 4 now schematically shows a third preferred exemplary embodiment of the multi-channel brake pressure modulator 1. One difference is that in the third exemplary embodiment a second supply connection 59 is provided, which is connected to the second compressed air supply 116. In this exemplary embodiment, the first compressed air supply 112 thus provides supply pressure pV for the first channel 7 via the supply connection 3. In contrast to the first exemplary embodiment of the multi-channel brake pressure modulator 1 in the exemplary embodiment according to FIG. 4, the second channel 9 is supplied with supply pressure pV from the second compressed air supply 116 and via the second supply connection 59. By using second compressed air supplies 112, 116, reliability can be increased and / or more flexible integration into brake system 100.FIG. 5 now schematically shows a fourth preferred exemplary embodiment of the multi-channel brake pressure modulator 1. Therefore, no holding valves 53, 55 are provided in the fourth embodiment. However, it should be understood that a redundancy connection 5 could also be provided in the fourth exemplary embodiment. The function of the first channel 7 and of the second channel 9 in normal operation is substantially analogous to that explained above with reference to the first exemplary embodiment.In the multi-channel brake pressure modulator 1 according to FIG. 5, in the case of redundancy, a brake pressure pB 1, pB 2 is provided as control pressure pS for the first main valve arrangement 17 or the second main valve arrangement 23. In the fourth exemplary embodiment of the multi-channel brake pressure modulator 1, the redundancy circuit 45 therefore does not connect the two control lines 35, 37.In the fourth exemplary embodiment of the multi-channel brake pressure modulator 1, the redundancy circuit 51 comprises two redundancy sub-circuits 61, 63. however, in other variants only one of the redundancy sub-circuits 61, 63 can also be provided. A first redundancy subcircuit 61 connects a first brake pressure port 65, which corresponds to the relay valve working port 39.4 in the exemplary embodiment according to FIG. 5 and preferably, to the second control line 37. Similarly, the second redundancy subcircuit 63 connects a second brake pressure port 67 to the first control line 35. the second brake pressure port 67 is a working port of the second relay valve 41, so that in the case of redundancy the second brake pressure pB2can be provided as control pressure pSfor the first main valve arrangement 17. In the fourth exemplary embodiment, the first redundancy subcircuit 61 comprises the first redundancy valve 47 and the second redundancy subcircuit 63 comprises the second redundancy valve 49. the first redundancy valve 47 is controllable by the first electronic control unit 19 and the second redundancy valve 49 is controllable by the second electronic control unit 25. Here, the redundancy valves 47, 49 are substantially identical.In contrast to the first exemplary embodiment, the redundancy valves 47, 49 are not designed as 2 / 2-way valves, but as 3 / 2-way valves. The first redundancy valve 47 has a redundancy switching position and a venting position, wherein the venting position is shown in FIG. 5. In the venting position, the first redundancy valve 47 connects the second outlet valve 33 of the second channel 9 to a vent 43. For the sake of simplicity, a total of four vents 43 are shown in FIG. 5. However, it should be understood that the multi-channel brake pressure modulator 1 can also have only one, two, three or more than four vents 43. In the venting position 43, into which the first redundancy valve 47 is preferably prestressed, the redundancy valve 47 together with the second outlet valve thus permits venting of the second control line 37.In the event of a fault in the second electronic control unit 25, the second outlet valve 33 opens automatically since it is prestressed into the open switching position in this exemplary embodiment (FIG. 5 ). The first electronic control unit 19 that is functional in this example provides the third control signals S 3 to the first redundancy valve 47 if necessary and thus switches the latter from the venting position into the redundancy switching position. In the redundancy switching position, a first redundancy valve connection 47.1 of the first redundancy valve 47 is connected in a fluid-conducting manner to a second redundancy valve connection 47.2 of the first redundancy valve 47. The first redundancy valve connection 47.1 is connected to the first brake pressure connection 65. The first redundancy subcircuit 61 thus allows the first brake pressure pB 1 to be provided via the first redundancy valve connection 47.1, the second redundancy valve connection 47.2 and the second outlet valve 33 on the control line 37 or a control connection of the second main valve arrangement 23. In an analogous manner, the second redundancy subcircuit 63 allows the second brake pressure pB 2 output at the second brake pressure connection 67 to be provided as control pressure pS for the first main valve arrangement 17.Reference Sign (Part of Description)1 Multichannel brake pressure modulator 3 Reservoir connection 5 Redundancy connection 7 First channel 9 Second channel 11 First working connection 13 Second working connection 15 First pilot control unit 17 First main valve arrangement 19 First electronic control unit 21 Second pilot control unit 23 Second main valve arrangement 25 Second electronic control unit 27 First inlet valve 27.1 First inlet valve connection 27.2 Second inlet valve connection, inlet valve working connection 28 First connection 29 First outlet valve 29.1 First outlet valve connection; outlet valve inlet connection 29.2 Second outlet valve connection; Outlet valve outlet connection 30 Second connection 31 Second inlet valve 31.2 Second inlet valve working connection 33 Second outlet valve 33.1 Second outlet valve inlet connection 33.2 Second outlet valve outlet connection 35 First control line 37 Second control line 39 First relay valve 39.1 Relay valve storage connection 39.2 Relay valve venting connection 39.3 Relay valve working connection 39.4 Relay valve control connection, first control connection 41 Second relay valve 41.4 Relay valve control connection, second control port 43 vent 45 redundancy circuit 47 first redundancy valve 47.1 first redundancy valve port 47.2 second redundancy valve port 49 second redundancy valve 51 redundancy line 53 first holding valve 55 second holding valve 57 vent valve 57.1 first vent valve port 57.2 second vent valve port 58 vent position 59 second reservoir port 61 first redundancy sub-circuit 63 second redundancy sub-circuit 65 first brake pressure port 67 second brake pressure port 100 brake system 102 a, 102 bback axle brake actuators 104 back axle brake circuit, first brake circuit 106 a, 106 bfront axle brake actuators 108 front axle brake circuit, second brake circuit 110 ABS valve 112 first compressed air supply 116 second compressed air supply 118 brake value transmitter 119 autonomous unit 120 brake signal line 122 trailer brake circuit 124 third compressed air supply 126 trailer module 128 trailer control line 200 vehicle 202 commercial vehicle ECU main control unit HA rear axle pB1 first brake pressure pB2 second brake pressure pBHA rear axle brake pressure pB front axle brake pressure pR redundancy pressure pV supply pressure S1, S2, S3, S4, S5, S6, S7 control signals SB brake signal ST trailer control signals VA front axleReferences included in the specificationThis list of documents cited by the applicant has been produced in an automated manner and is only included for the better information of the reader. The list is not part of the German patent application or utility model application. The DPMA does not take any adhesion for any faults or omissions.Patent Literature citedEP 4 186 760 A1

[0004] EP 3 174 769 B1

[0005]

Claims

Electropneumatic multichannel brake pressure modulator (1) for a commercial vehicle (202), having at least one first supply connection (3, 59) for connecting a first compressed air supply (112, 116) for providing supply pressure (pV) to the first supply connection (3, 59), at least one first channel (7) and one second channel (9), wherein the first channel (7) comprises a first working connection (11), a first electropneumatic pilot control unit (15) and a first main valve arrangement (17), and wherein the second channel (9) comprises a second working connection (13), a second electropneumatic pilot control unit (21) and a second main valve arrangement (23), a first electronic control unit (19) for controlling the first electropneumatic pilot control unit (15); a second electronic control unit (25) for controlling the second electropneumatic pilot control unit (21), wherein the first electropneumatic pilot control unit (15) is designed to receive supply pressure (pV) from the supply connection (3, 59) and to provide a first control pressure (pS1) as a function of first control signals (S1) provided by the first electronic control unit (19) at the first electropneumatic pilot control unit (15), wherein the second electropneumatic pilot control unit (21) is designed to receive supply pressure (pV) from the supply connection (3, 59) and to provide a second control pressure (pS2) as a function of second control signals (S2) provided by the second electronic control unit (25) at the second electropneumatic pilot control unit (21), wherein the first main valve arrangement (17) is designed to, the first control pressure (pS1) to be received and to provide a volume-amplified first brake pressure (pB1) at the first working port (11) corresponding to the received first control pressure (pS1), wherein the second main valve arrangement (23) is designed to receive the second control pressure (pS2) and to provide a volume-amplified second brake pressure (pB2) at the second working port (13) corresponding to the received second control pressure (pS2), characterized in that a first connection (28), which connects the first pilot control unit (15) to provide the first control pressure (pS1) to the first main valve arrangement (17), is free of selectively switchable elements, a second connection (30), which connects the second pilot control unit (21) to provide the second control pressure (pS2) to the second main valve arrangement (23), is free of selectively switchable elements, and wherein the electropneumatic multi-channel brake pressure modulator (1) further has a redundancy circuit (45) for providing a first pressure (pS1, pB1) of the first channel (7) as control pressure (pS) for the second main valve arrangement (23) for controlling the second brake pressure (pB2) in the redundancy case and / or for providing a second pressure (pS2, pB2) of the second channel (9) as control pressure (pS) for the first main valve arrangement (17) for controlling the first brake pressure (pB1) in the redundancy case.Electropneumatic multi-channel brake pressure modulator (1) according to Claim 1, wherein the first pilot unit (15) of the first duct (7) has a first inlet valve (27) for controlling the first control pressure (pS1) and a first outlet valve (29), wherein the second pilot unit (21) of the second duct (9) has a second inlet valve (31) for controlling the second control pressure (pS2) and a second outlet valve (33).Electropneumatic multi-channel brake pressure modulator (1) according to Claim 2, wherein the redundancy circuit (45) connects the first pilot unit (15) of the first channel (7) for providing the first control pressure (pS1) at the second main valve arrangement (23) at least indirectly to the second main valve arrangement (23), and / or wherein the redundancy circuit (45) connects the second pilot unit (21) of the second channel (9) for providing the second control pressure (pS2) at the first main valve arrangement (17) at least indirectly to the first main valve arrangement (17).The multi-channel electropneumatic brake pressure modulator (1) according to claim 3, wherein the first channel (7) has a first control line (35) which connects the first pilot control unit (15) to the first main valve arrangement (17), wherein the second channel (9) has a second control line (37) which connects the second pilot control unit (21) to the second main valve arrangement (23), wherein the redundancy circuit (45) connects the first control line (35) to the second control line (37).Electropneumatic multi-channel brake pressure modulator (1) according to Claim 4, wherein the redundancy circuit (45) has a first redundancy valve (47), and wherein the redundancy circuit (45) connects the first control line (35) to the second control line (37) indirectly via the redundancy valve (47).The multi-channel electropneumatic brake pressure modulator (1) according to claim 5, wherein the redundancy circuit (45) further comprises a second redundancy valve (49) between the first control line (35) and the second control line (37).The electropneumatic multi-channel brake pressure modulator (1) according to claim 6, wherein the first redundancy valve (47) is an electronically switchable redundancy valve (47) and the second redundancy valve (49) is an electronically switchable redundancy valve (49), wherein the first electronic control unit (19) is configured to control the first redundancy valve (47), and wherein the second electronic control unit (25) is configured to control the second redundancy valve (49).The multi-channel electropneumatic brake pressure modulator (1) according to claim 3, wherein the first outlet valve (29) of the first pilot unit (15) has a first outlet valve inlet connection (29.1) which is connected to a first inlet valve working connection (27.2) of the first inlet valve (27) and a first outlet valve outlet connection (29.2), wherein the second outlet valve (33) of the second pilot unit (21) has a second outlet valve inlet connection (33.1) which is connected to a second inlet valve working connection (31.2) of the second inlet valve (31) and a second outlet valve outlet connection (33.2), wherein the redundancy circuit (45) connects the first outlet valve outlet connection (29.2) of the first outlet valve (29) of the first channel (7) to the second outlet valve outlet connection (33.2) of the second outlet valve (33) of the second channel (9).The multi-channel electropneumatic brake pressure modulator (1) according to claim 8, further comprising a switchable venting valve (57) having a venting position (58), wherein the venting valve (57) is connected to the first outlet valve outlet connection (29.2) of the first outlet valve (29) and, in the venting position (58), connects the first outlet valve outlet connection (29.2) to a vent (43) of the multi-channel electropneumatic brake modulator (1), and / or wherein the venting valve (57) is connected to the second outlet valve outlet connection (33.2) of the second outlet valve (33) and, in the venting position (58), connects the second outlet valve outlet connection (33.2) to a vent (43) of the multi-channel electropneumatic brake modulator (1).Electropneumatic multi-channel brake pressure modulator (1) according to one of Claims 1 to 9, furthermore having a redundancy connection (5) for providing a redundancy pressure (pR).Electropneumatic multi-channel brake pressure modulator (1) according to Claim 10, wherein the redundancy pressure (pR) can be controlled as a control pressure (pS) on the first main valve arrangement (17) if the first electronic control unit (19) has a fault, and / or wherein the redundancy pressure (pR) can be controlled as a control pressure (pS) on the second main valve arrangement (23) if the second electronic control unit (25) has a fault.The electropneumatic multi-channel brake pressure modulator (1) according to claim 10 or 11, further comprising a first electronically controllable holding valve (53) and a second electronically controllable holding valve (55), wherein the first electronically controllable holding valve (53) and the second electronically controllable holding valve (55) connect the redundancy connection (5) to the redundancy circuit (45), wherein preferably the first electronic control unit (19) is provided for controlling the first electronically controllable holding valve (53) and the second electronic control unit (25) is preferably provided for controlling the second electronically controllable holding valve (55).Electropneumatic multi-channel brake pressure modulator (1) according to Claim 2, wherein the redundancy circuit (45) connects a first brake pressure connection (65) of the first main valve arrangement (17) at least indirectly to a second control connection (41.4) of the second main valve arrangement (23) in order to be able to provide the first brake pressure (pB1) as control pressure (pS) at the second main valve arrangement (23), wherein the redundancy circuit (45) connects the first brake pressure connection (65) preferably via a second outlet valve (33) of the second channel (9) to the second control connection (41.4), and / or wherein the redundancy circuit (45) connects a second brake pressure connection (67) of the second main valve arrangement (23) at least indirectly to a first control connection (39.4) of the first main valve arrangement (17), In order to be able to provide the second brake pressure (pB2) as control pressure (pS) at the first main valve arrangement (17), wherein the redundancy circuit (45) connects the second brake pressure connection (67) preferably via a first outlet valve (29) of the first channel (7) to the first control connection (39.4).Brake system (100) for a commercial vehicle (202), having a first brake circuit (104), a second brake circuit (108) and an electropneumatic multi-channel brake modulator (1) according to one of Claims 1 to 13, wherein the first working connection (11) of the first channel (7) of the multi-channel brake modulator (1) is connected to the first brake circuit (104) for providing the first brake pressure (pB1), and wherein the second working connection (13) of the second channel (9) of the multi-channel brake modulator (1) is connected to the second brake circuit (108) for providing the second brake pressure (pB2).Brake system (100) according to claim 14, comprising a first voltage supply for supplying the first electronic control unit (19) with electrical energy, and a second voltage supply for supplying the second electronic control unit (21) with electrical energy, wherein the first voltage supply and the second voltage supply are preferably operable independently of each other.Brake system (100) according to Claim 14 or 15, further having an autonomous unit (119), a first bus system, in particular a first CAN bus, connected to the autonomous unit (119), and a second bus system, in particular a second CAN bus, connected to the autonomous unit (119), wherein the first electronic control unit (19) of the multi-channel brake modulator (1) is connected to the first bus system for providing and / or receiving signals, and wherein the second electronic control unit (21) of the multi-channel brake modulator (1) is connected to the second bus system for providing and / or receiving signals.Commercial vehicle (202), comprising a brake system (100) according to one of Claims 14 to 16.

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