Electropneumatic parking brake device with parallel venting paths

Abstract

The invention relates to a parking brake device for venting and bleeding spring brake cylinders (254c, 254d, 254e, 254f), comprising a parking brake valve unit (2) and a parking brake redundancy unit (10) which is designed to connect a parking compressed air path (12) to a vent (14) independently of the parking brake valve unit (2) for venting at least one spring brake cylinder (254c, 254d, 254e, 254f), wherein the parking brake redundancy unit (2) comprises a first vent path (18) and a parallel second vent path (30) for directly venting a pressure (pFS, pV) of the parking compressed air path (12) into the environment, wherein a first redundancy valve unit (22) is arranged in the first vent path (18) and controlled by a first control unit (26) is controllable,wherein a second redundancy valve unit (24) is arranged in the second venting path (30) and is controllable by a second control unit (28) that is independent of the first control unit (26). Furthermore, the invention relates to a braking system (200) and a vehicle (300).

Description

The invention relates to an electropneumatic parking brake device for venting and venting one or more spring-loaded brake cylinders of an at least partially electronically controllable pneumatic brake system for a vehicle, comprising an electropneumatic parking brake valve unit having a supply connection for receiving supply pressure from a compressed air supply, and a parking brake control unit, wherein the parking brake valve unit is designed to control a parking pressure at at least one spring-loaded connection as a function of a parking brake signal. The invention further relates to an electronically controllable pneumatic brake system and a vehicle comprising such a brake system.Modern commercial vehicles frequently have an electronically controllable pneumatic brake system. As a rule, spring-loaded brakes are part of the brake system as parking brakes, which are also referred to as parking brakes. The parking brakes act by spring force and can be released or fixed by venting spring brake cylinders with a fixing pressure. For regulating a service brake pressure, valves are electronically controlled within a service brake system. The valves can be provided in so-called axle modulators or outside the same. The axle modulators can be automated or partially automated and / or can be electronically controlled by an autonomous unit. The parking brakes are also controlled electronically. For example, by actuating a solenoid valve, the venting or venting of the spring-loaded brake cylinders can be regulated. The spring-loaded brake cylinders can be combined with service brake cylinders, so that the spring-loaded brake and the service brake act on the same brake pistons. In order to avoid a mechanical overload of the brake pistons by adding brake forces from the service brakes and the spring-loaded brakes, suitable structural measures can be taken. If the service brakes are actuated while the parking brakes are active, the spring-loaded brake cylinders are simultaneously ventilated in order to avoid the addition of the braking forces. Such a function is also referred to as an "anti-compound function".The parking brake must be insertable by a driver of the vehicle. In some markets, this is done by an electronic parking brake request to the parking brake device. In other markets, venting of the spring brake cylinders is provided for safety reasons, provided that the supply pressure in the service brake system falls. Service brake and parking brake can also be assigned to different brake circuits.In electropneumatic brake systems for modern vehicles, safety concepts are of high relevance. In particular in the case of vehicles having automated or partially automated driving functions, braking functions must remain available at least to a limited extent even in the event of a fault or in the event of a power failure of a control unit. Only in this way can the safety of the vehicle, its occupants and further road users be guaranteed. For this purpose, it is known to provide redundancy levels which can still provide an at least limited braking function even in the event of failure of a primary system.In addition to the service brakes, a redundancy level is also desired for the parking brake, since vehicles can be safely parked only with the parking brake engaged in most cases. In order to expand the functionality and, in particular independently of the occurrence of a fault in one of the various levels, be it the operating level or a redundancy level of the brake system, to be able to ventilate the corresponding spring-loaded cylinders of the parking brake and thus to be able to release it, it is desirable that the spring-loaded brake cylinders can be actuated via two independent paths. This is intended to increase the range of functions and the operational readiness of the vehicle. By providing a redundancy level, safe parking of the vehicle can thus be ensured even in the event of one or more faults in the brake system.DE 10 2021 122 497 A1 discloses a method for operating an electropneumatic brake system for a vehicle, wherein the brake system comprises a service brake system and a parking brake system, wherein the parking brake system comprises at least one spring brake cylinder. The method is characterized by the steps of: providing a control signal for holding a spring accumulator venting pressure venting the at least one spring accumulator brake cylinder by a control unit, interrupting the provision of the control signal in the event of a fault and / or a power failure and / or a diagnostic event of the control unit, thereby automatically ending the holding of the spring accumulator venting pressure for venting the at least one spring accumulator brake cylinder, thereby triggering a spring accumulator failure braking of the vehicle by the parking brake system, wherein the venting of the spring accumulator venting pressure takes place by a service brake venting function of the service brake system. The service brake venting function enables at least one venting path, which is opened in particular continuously or temporarily interrupted, in the service brake system for venting the at least one spring brake cylinder. The service brake venting function is implemented in particular by a valve in the service brake system, preferably an outlet valve and / or a further outlet valve.Further partially redundant systems are known from DE 10 2022 101 142 A1, DE 10 2021 122 498 A1, DE 10 2021 122 499 A1, DE 10 2020 132 875 A1 and EP 3 145 769 B1.Even if known systems already partially provide a redundant possibility for engaging or releasing a parking brake, there is a need for further improvements. In particular, in the aforementioned known possibilities, assembly and production costs can be high, since the connection to the service brake system may require long line paths. In addition, the achievable system dynamics can be limited.It is therefore desirable to improve the engagement of a parking brake. In particular, venting of at least one spring brake cylinder is to be made possible in a reliable manner and with little effort.At this point, the invention starts, the object of which is to specify an improved electropneumatic parking brake device which makes it possible to vent a spring-loaded brake cylinder easily and / or reliably even in the event of redundancy.In a first aspect, the invention achieves this object with an electropneumatic parking brake device according to Claim 1. Proceeding from an electropneumatic parking brake device of the type mentioned at the beginning, an electropneumatic parking brake redundancy unit is furthermore provided, which is designed to connect a parking pressure air path to a vent independently of the electropneumatic parking brake valve unit for venting at least one spring-loaded brake cylinder, wherein the parking brake redundancy unit comprises at least one first main connection for receiving a pressure of the parking pressure air path, a first venting path for directly venting the pressure into the environment and a second venting path for directly venting the pressure into the environment. A first electropneumatic redundancy valve unit of the electropneumatic parking brake redundancy unit is arranged in the first venting path and can be actuated by a first control unit. A second electropneumatic redundancy valve unit of the electropneumatic parking brake redundancy unit is arranged in the second venting path and can be actuated by a second control unit. The second control unit is independent of the first control unit. The first venting path and the second venting path are mutually parallel venting paths for the direct venting of the received pressure of the fixed compressed air path into the environment.As a rule, the electropneumatic parking brake valve unit is designed for venting and venting spring-loaded brake cylinders. According to the invention, the parking brake redundancy unit is also provided for venting a spring brake cylinder of the brake system and thus engaging the parking brake. For this purpose, the parking brake valve unit can connect a parking pressure air path to a vent, wherein this connection can take place independently of the electropneumatic parking brake valve unit. Thus, a spring brake cylinder can be vented even if the electropneumatic parking brake valve unit has a fault, is not supplied with voltage or is otherwise limited in its function. The parking compressed air path is a compressed air path which is associated with the parking brake of the vehicle. This may be a compressed air path which is directly connected to one or more spring brake cylinders. For example, the parking pressure air path can be a compressed air path between the spring accumulator connection of the parking brake valve unit and the spring accumulator of the spring accumulator brake cylinder. However, it can also be provided, for example and preferably, that the parking pressure air path is a supply path which connects a compressed air supply of the brake system to the parking brake and / or which is provided for supplying a service brake circuit.The parking brake redundancy unit comprises at least a first venting path and a second venting path. The first venting path connects a main connection of the parking brake redundancy unit to a first redundancy venting into the environment. The second venting path connects a main connection to a second redundancy venting. The first redundancy venting and the second redundancy venting open directly into the environment. Therefore, no further functional units of a brake system are provided between the respective redundancy vent and the environment. However, it can be provided that the first and / or second redundancy ventilation comprises one or more passive elements, such as a silencer and / or a line. In particular, no switchable components or modulators are arranged between the redundancy venting and the environment. The direct connection of the redundancy venting to the environment excludes further sources of error. In addition, high system dynamics can be achieved. Furthermore, line lengths can be reduced, as a result of which the assembly and production outlay of the parking brake device can be reduced. The main connection of the second venting path can be that main connection to which the first venting path is also connected. Preferably, the second redundancy venting of the second venting path is different from the first redundancy venting of the first venting path. The first redundancy venting and the second redundancy venting can, however, also be formed by a common redundancy venting. In this case, the parallel venting paths then open into the same redundancy venting. However, it should be understood that the first venting path and the second venting path can in principle also be connected to more than second main connections and / or redundancy vents.Preferably, the first venting path and the second venting path are parallel to a primary venting path of the parking brake valve unit. The primary vent path connects the spring accumulator port of the parking brake valve unit to a primary vent of the parking brake valve unit. The first venting path of the parking brake redundancy unit, the second venting path of the parking brake redundancy unit and the primary venting path of the parking brake valve unit are preferably connected to one another at the spring accumulator connection. However, in one possible alternative, it may also be provided that the first venting path, the second venting path and the primary venting path open into a connecting line to the spring brake cylinder. In other variations, the first venting path, the second venting path, and / or the primary venting path are completely separated.The first electropneumatic redundancy valve unit can be controlled by a first control unit and the second electropneumatic redundancy valve unit can be controlled by a second control unit. The control units can be control units of the parking brake device, but do not have to be so. Preferably, the first control unit and / or the second control unit is a service brake control unit of a brake system. The second control unit is independent of the first control unit. As a result, it is possible to further increase the reliability of the parking brake device, since in the event of failure of one of the control units, the respective other control unit can continue to be functional.In a first preferred development of the electropneumatic parking brake device, the first redundancy valve unit has a first electrically switchable venting valve which is arranged in the first venting path and is designed to interrupt the first venting path in a non-energized state, and the second redundancy valve unit has a second electrically switchable venting valve which is arranged in the second venting path and is designed to interrupt the second venting path in a non-energized state. The first electrically switchable vent valve is preferably biased to a closed state and returns to it when de-energized. Analogously, the second electrically switchable venting valve is preferably also prestressed into a closed state. The first control unit can switch the first venting valve by supplying electric energy into an open state in which the first venting valve opens the first venting path. The second venting valve can be controlled analogously by the second control unit and can be energized or supplied with electrical energy by the latter. By means of such an activation, the second venting valve can be brought into an open state in which it opens up the second venting path. By providing two parallel venting paths, the main connection and a fixed compressed air path connected thereto can still be vented even if one of the two control units has a fault and accordingly the first venting valve or the second venting valve can no longer be switched into the open state.The first redundancy valve unit preferably has a third electrically switchable venting valve which is arranged in the second venting path. Alternatively or additionally, the second redundancy valve unit preferably comprises a fourth electrically switchable venting valve which is arranged in the first venting path. In a particularly preferred embodiment, the first redundancy valve unit and the second redundancy valve unit thus each comprise at least one venting valve in the first venting path and in the second venting path. This allows each of the control units to act on both venting paths. Operating reliability can thus be further increased if necessary.The third venting valve is preferably open in a non-powered state and / or the fourth venting valve is open in a non-powered state. In the open state, the third venting valve opens the second venting path. Analogously, the fourth venting valve opens up the first venting path in a non-energized state. This makes it possible to prevent the third venting valve from blocking the second venting path in the event of a fault in the first control unit. The main connection can then also be vented via the second venting path in the event of a failure of the first control unit. The same applies analogously to the fourth venting valve and the first venting path.The third venting valve can be controlled by the first control unit. The first control unit may switch the third bleed valve to a closed state, thereby blocking the second bleed path. Similarly, the second control unit may switch the fourth bleed valve to a closed state and block the first bleed path. This allows in particular an increased safety in the event that one of the control units has a fault and unintentionally releases the associated compressed air path. For example, the first control unit may switch the third vent valve to the closed state if the second control unit has a fault and switches the second vent valve to an open state, although this is not desired in the current driving situation. The operational reliability can thus be further increased.In a preferred embodiment, the electropneumatic parking brake device comprises a first pressure sensor for detecting a first pressure of the first venting path, wherein the first pressure sensor is designed to provide first pressure signals corresponding to the detected first pressure to the first control unit. Alternatively or additionally, the electropneumatic parking brake device can also comprise a second pressure sensor for detecting a second pressure of the second venting path, wherein the second pressure sensor is designed to provide second pressure signals corresponding to the detected second pressure to the second control unit. The electropneumatic parking brake device particularly preferably comprises the first pressure sensor and the second pressure sensor.In a preferred embodiment, the first pressure sensor is arranged upstream of the first venting valve. Based on the first pressure signals, the first control unit can determine whether or not a pressure to be ventilated, for example a fixed pressure, is present at the inlet of the first ventilation valve. The second pressure sensor can be arranged in an analogous manner upstream of the second venting valve. It should be understood that the arrangement of the valves and pressure sensors refers to their functional arrangement. A pressure sensor arranged upstream of a valve is designed to detect a pressure upstream of this valve, but can also be arranged physically remote therefrom. For example, the first pressure sensor may be connected to a portion of the first venting path upstream of the first venting valve by a measurement line. Particularly preferably, the first pressure sensor is arranged between the first venting valve and the fourth venting valve. The fourth venting valve is preferably arranged upstream of the first venting valve, i.e. closer to the main connection. Preferably, the second pressure sensor is arranged between the second venting valve and the third venting valve.The electropneumatic parking brake device preferably comprises at least one connection pressure sensor for detecting a pressure present at the main connection. The connection pressure sensor is preferably designed to provide connection pressure signals corresponding to the pressure present at the main connection to a control unit. Preferably, the connection pressure sensor is connectable to the first control unit and / or the second control unit. A control unit connected to the connection pressure sensor can determine, for example, using the connection pressure signals, whether or not a spring accumulator pressure is present at the main connection or whether a spring accumulator brake cylinder connected to the main connection via the parking pressure air path is ventilated or ventilated. In further developments, a plurality of connection pressure sensors may also be provided.Preferably, the first electrically switchable venting valve and the second electrically switchable venting valve are 2 / 2-way valves, in particular solenoid valves.In a second aspect, the invention achieves the object mentioned at the beginning with an electronically controllable pneumatic brake system for a vehicle, comprising at least one first front axle brake actuator and one second front axle brake actuator for a front axle of the vehicle and at least one first rear axle brake actuator and one second rear axle brake actuator for a rear axle of the vehicle. The brake system further comprises a primary system having a primary control unit at least for actuating the first front axle brake actuator and the second front axle brake actuator and / or for actuating the first rear axle brake actuator and the second rear axle brake actuator, and an electropneumatic parking brake device according to one of the above-described preferred embodiments according to the first aspect of the invention. The at least one spring accumulator connection of the electropneumatic parking brake valve unit is preferably connected to at least one first spring accumulator brake cylinder. The primary system is preferably a service brake system of the vehicle. The primary control unit is typically independent of the parking brake control unit. The electropneumatic parking brake valve unit of the parking brake device is designed to ventilate a parking brake cylinder connected to the spring accumulator connection (releasing the parking brake). Furthermore, the parking brake valve unit is preferably designed to vent the parking brake cylinder which is fired at the spring accumulator connection. This is preferably done by corresponding signals from the parking brake control unit. The parking brake valve unit thus typically serves as a primary device for engaging and releasing the parking brake of the vehicle. The parking brake redundancy unit preferably forms a redundancy for the parking brake valve unit and allows the parking brake to be engaged even if the parking brake valve unit, in particular the parking brake control unit, has a fault. However, it should be understood that the main connection of the parking brake redundancy unit does not have to be connected to the spring brake cylinder for this purpose.In a first preferred embodiment of the brake system, however, at least the first spring brake cylinder is connected to the main connection of the parking brake redundancy unit. The parking brake redundancy unit is preferably switchable in order to connect the spring brake cylinder to the environment via the first venting path, via the second venting path or via the first venting path and the second venting path in order to vent the spring brake cylinder. In this case, the parking pressure air path is therefore a compressed air path connected to at least one spring brake cylinder. When venting via the first venting path and the second venting path, a particularly large flow cross section can be used overall for venting the compressed air path, and the parking brake can be engaged particularly quickly.In an alternative embodiment of the electronically controllable pneumatic brake system, the main connection is connected at least to a first compressed air supply of the brake system. The parking brake redundancy unit is switchable to connect the compressed air supply via the first venting path, the second venting path or via the first venting path and the second venting path to the environment in order to vent at least the first compressed air supply. In this variant, the locking compressed air path is thus a compressed air path connected to a first compressed air supply. The parking brake redundancy unit can connect the compressed air supply to the redundancy vent and thus bring about a pressure drop in a supply compressed air path of the brake system. This can then cause the parking brake to be engaged. For example, in brake systems for the North American market, a push-pull valve may typically be provided, which automatically applies the parking brake as soon as a supply pressure or supply pressure falls below a predefined pressure level. Here, too, in this variant, high dynamics can be achieved by using both venting paths for venting.Preferably, the primary control unit is or comprises the first control unit. The primary control unit can then control the first electropneumatic redundancy valve unit. Since the primary control unit and the parking brake control unit are typically units independent of one another, the primary control unit can thus form a redundancy level for the parking brake control unit. It is particularly advantageous in this respect that an already present control unit can be used as a redundancy level. However, it can also be provided that the first control unit is a separate control unit.In a preferred development of the embodiments described above, the electronically controllable pneumatic brake system furthermore has a secondary system with a secondary control unit, wherein the secondary system is designed to actuate the first front axle brake actuator and the second front axle brake actuator and / or to actuate the first rear axle brake actuator and the second rear axle brake actuator. The secondary system is preferably designed to actuate the first front axle brake actuator and the second front axle brake actuator and / or to actuate the first rear axle brake actuator and the second rear axle brake actuator if a fault is ascertained in the primary system. The secondary system then preferably forms a redundancy level for the primary system, which is provided in particular in vehicles with a high degree of automation. The secondary system can therefore also be, in particular, a redundancy operating brake system.Preferably, the secondary control unit is or comprises the second control unit. In this preferred variant, too, an already present control unit can then be used as redundancy for the parking brake control unit.In a preferred variant, the electronically controllable pneumatic brake system has a first voltage source and a second voltage source, wherein the first voltage source is provided for supplying the first control unit with electrical voltage and wherein the second voltage source is provided for supplying the second control unit with electrical voltage. The provision of mutually independent voltage sources can further increase the reliability of the brake system, since a failure of an individual voltage source does not cause a total failure of the parking brake system. The parking brake control unit can be connected to the first voltage source or to the second voltage source for supplying electrical voltage.According to a third aspect of the invention, the object mentioned at the beginning is achieved by a utility vehicle having at least one front axle, at least one first rear axle and an electronically controllable pneumatic brake system according to one of the above-described preferred embodiments of an electronically controllable pneumatic brake system according to the second aspect of the invention.It should be understood that the electronically controllable pneumatic 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 relating to the first aspect of the invention and to the second aspect of the invention.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 a schematic illustration of a utility vehicle having an electronically controllable pneumatic brake system; FIG. 2 shows a schematic illustration of a first exemplary embodiment of a parking brake device; and FIG. 3 shows a schematic illustration of a second exemplary embodiment of a parking brake device.FIG. 1 shows an electronically controllable pneumatic brake system 200 having an electropneumatic parking brake device 1. the electronically controllable pneumatic brake system 200 is used in the present case in a vehicle 300 designed as a commercial vehicle 302, which is shown here in a highly schematic manner, in particular having a front axle VA, a first rear axle HA 1 and a second rear axle HA 2.The electronically controllable pneumatic brake system 200 here has first, second, third, fourth, fifth and sixth service brake actuators 208 a- 208 ffor in each case one wheel of the vehicle 300. To provide brake pressures to the first through sixth service brake actuators 208 a- 208 f, a rear axle brake circuit 202 and a front axle brake circuit 204 are provided. The service brake actuators 208 a, 208 bare associated with the front axle VA and are therefore also referred to as front axle brake actuators 208 a, 208 b. Analogously, the service brake actuators 208 c- 208 fassociated with the rear axles HA 1, HA 2 are also referred to as rear axle brake actuators 208 c- 208 f. The rear axle brake circuit 202 is supplied by a first compressed air supply 206 and the front axle brake circuit 204 is supplied by a second compressed air supply 210. The utility vehicle 300 is designed here as a towing vehicle and comprises a trailer brake circuit 207 having a trailer module 209, which is provided for supplying a trailer (not illustrated) connected to the utility vehicle 300 with compressed air.The electronically controllable pneumatic brake system 200 has an operating level and a first redundancy level. In the operating level, the electronically controllable pneumatic brake system 200 comprises a primary system 212 with an electronic primary control unit 214 which controls the electronically controllable pneumatic brake system 200 in the operating level. The primary electronic control unit 214 is connected to and receives brake request signals SA from an autonomous driving unit 218 via a vehicle BUS 216. Moreover, the primary electronic control unit 214 is connected to and supplied with electrical energy from a first voltage source 222 via a first supply line 220. The primary electronic control unit 214 converts the brake request signals SA and, based thereon, outputs operational brake signals SB to a first operational axle modulator 224. The first operating axle modulator 224 is here a front axle modulator 228 provided for the front axle VA. Alternatively or additionally, brake request signals SA can also be provided by an electronic foot brake pedal 264 at the primary control unit 214.The first operating axle modulator 224 is connected to the second compressed air supply 210 and receives supply pressure pV therefrom. The first operating axle modulator 224 controls, based on the received operating brake signals SB, a first service brake pressure pB 1 at a first service brake pressure connection 232.1 and a second service brake connection 232.2. At the first and second service brake pressure connections 232.1, 232.2, the first service brake pressure pB1 is preferably controlled in accordance with the wheel, and the first operating axle modulator 224 is designed as a dual-channel modulator. In other embodiments, however, the first service brake pressure connection 232.1 and the second service brake pressure connection 232.2 can also be combined and the first operating axle modulator 224 can be designed as a single-channel axle modulator which controls the first service brake pressure pB1 in the proper axis.A first wheel speed sensor 234 is also provided on the front axle VA, which first wheel speed signals SD are provided to the primary control unit 214. The primary control unit 214 is configured to process the first wheel speed signals SD and provide ABS switching signals to ABS valves 238 of the front axle VA, so as to achieve slip control or ABS modulation of the first service brake pressure pB 1 and to avoid locking of front wheels of the vehicle 300.Furthermore, the electronically controllable pneumatic brake system 200 comprises, in the operating plane, a second operating axle modulator 236, which is provided for the first and the second rear axle HA 1, HA 2 and can thus also be referred to as a rear axle modulator 237. In the exemplary embodiment shown in FIG. 1, the rear axle modulator 237 is installed with the electronic primary control unit 214 to form a module, which is referred to here as a central module 240. However, it should be understood that the rear axle modulator 237 and the primary control unit 214 may also be separate or structurally separate. The primary control unit 214 and the rear axle modulator 237 can then be connected to one another, for example, via a signal line or a BUS line. Internally, the primary electronic control unit 214 controls the rear axle modulator 237 in accordance with the brake request signals SA that the primary control unit 214 has received from the autonomous driving unit 218.A supply connection 230 of the second operating axle modulator 236 is connected to the first compressed air supply 206 and receives supply pressure pV therefrom. In accordance with its activation by the primary control unit 214, the rear axle modulator 237 controls at least one second service brake pressure pB 2, but in the exemplary embodiment shown here it also controls a third service brake pressure pB 3. The second service brake pressure pB2 is provided for the right vehicle side and the third service brake pressure pB3 is provided for the left vehicle side in the exemplary embodiment shown in FIG. 1. The rear-axle modulator 237 is therefore designed here as a dual-channel axle modulator. The second service brake pressure pB2 is determined for a fourth and a sixth service brake actuator 208d, 208f, while the third service brake pressure pB3 is provided for a third and a fifth service brake actuator 208c, 208e. In other variants, however, the first operating axis modulator 236 can also be designed as a single-channel modulator or as a multi-channel modulator having more than two outputs.In the redundancy level, the electronically controllable pneumatic brake system 200 comprises a secondary control unit 242 of a secondary system 241, which is provided to control the electronically controllable pneumatic brake system 200 in the event that the operating level has one or more errors. The secondary control unit 242 can thus control the electronically controllable pneumatic brake system 200, for example in the event of a power failure in the first voltage source 222, an electronic fault in the primary control unit 214 or the like.The secondary electronic control unit 242 is also connected to the autonomous driving unit 218 via the vehicle BUS 216 and also receives brake request signals SA therefrom. In contrast to the primary control unit 214, the secondary control unit 242 is connected to a second voltage source 246 via a second supply line 244 and is supplied with electrical energy therefrom. The first and second voltage sources 222, 246 are independent of each other such that a failure in the first voltage source 222 does not result in a loss of the second voltage source 246, and vice versa. The primary electronic control unit 214 and the secondary electronic control unit 242 are thus electrically independent of one another.In order to be able to exchange signals, the primary control unit 214 and the secondary control unit 242 are connected to one another via a redundancy BUS 248. In this way, the secondary control unit 242 can determine the availability of the primary control unit 214 and only take over the control of the electronically controllable pneumatic brake system 200 if the primary control unit 214 is not available or is no longer correctly available. However, in variants, communication of primary control unit 214 and secondary control unit 242 can also take place, for example, via vehicle BUS 216.In the redundancy level, a redundancy axle modulator 250 is provided, which is connected to the secondary control unit 242 and receives redundancy brake signals SR from the latter. In the exemplary embodiment according to FIG. 1, the secondary control unit 242 is integrated into the redundancy axis modulator 250. In other variants, however, the secondary control unit 242 and the redundancy axle modulator 250 can also be physically separate units from one another.The redundancy axis modulator 250 is connected to the second compressed air supply 210, which is independent of the first compressed air supply 206, so that the second compressed air supply 210 can also provide supply pressure pV if the first compressed air supply 206 has failed. In other embodiments, however, the redundancy axis modulator 250 can also be connected to the second compressed air supply 210 or to the first compressed air supply 206 and the second compressed air supply 210.The redundancy axle modulator 250 controls a redundancy brake pressure pBR 1 at a redundancy brake pressure connection 252 as a function of the redundancy brake signals SR. The redundancy brake pressure pBR1gesteuerte at the redundancy brake pressure port 252 is provided to the front axle modulator 228. The redundancy axle modulator 250 is shown in FIG. 1 as a single-channel axle modulator with only one redundancy brake pressure connection 252, but can also be designed as a multi-channel axle modulator, which can realize, for example, lateral modulation of redundancy brake pressures.The secondary control unit 242 can actuate the redundancy axle modulator 250 in such a way that, in the event of a fault in the primary control unit 214, a brake pressure, namely the redundancy brake pressure pBR 1, is nevertheless provided at the front axle brake actuators 208 a, 208 b. Unlike the illustration in FIG. 1, the redundancy level can also be provided for braking the first and second rear axles HA 1, HA 2. This can be realized by means of the redundancy axis modulator 250 or by means of a second redundancy axis modulator. The secondary control unit 242 can then preferably also be provided for controlling such a second redundancy axis modulator.The brake actuators assigned to the wheels of the rear axles HA 1, HA 2 are designed here as double-acting brake actuators, which are also referred to as tri-stop cylinders. In addition to the service brake actuators 208 c- 208 f, these also each comprise a spring-loaded brake cylinder 254 c- 254 f. The spring-loaded brake cylinders 254 c- 254 fare designed to apply the brakes of the vehicle 300 when they are depressurized or depressurized. The spring-loaded brake cylinders 254 c- 254 fare thus advantageously usable as a parking brake, which does not have to be provided with compressed air for braking the rear axles HA 1, HA 2. To release the rear wheels, the spring-loaded brake cylinders 254 c- 254 fmust be ventilated with a parking pressure pFS. This parking pressure pFS entgegen the spring accumulator and releases the brakes of the vehicle 300.To provide the parking brake function, the brake system 200 comprises the electropneumatic parking brake device 1. In the exemplary embodiment shown, the supply connection 4 is connected to the first compressed air supply 206. Here, the parking brake valve unit 2 is additionally also supplied with supply pressure pV from the second compressed air supply 210. In other variants, the electropneumatic parking brake valve unit 2 can alternatively or additionally be connected to a third compressed air supply, which is preferably independent of the first compressed air supply 206 and of the second compressed air supply 210. It should be understood that the electropneumatic parking brake valve unit 2 can be supplied only by the first compressed air supply 206, only by the second compressed air supply 210, only by the third compressed air supply 206, by at least two compressed air supplies or by the first compressed air supply 206, by the second compressed air supply 210 and by the third compressed air supply.The electropneumatic parking brake valve unit 2 includes a parking brake control unit 6 connected to the autonomous driving unit 218 via the vehicle bus 216. For engaging the parking brake, the autonomous driving unit 218 provides a parking brake signal SFS to the parking brake control unit 6 via the vehicle bus 216, which parking brake signal thereupon provides the parking pressure pSW at a first spring accumulator port 8 aand a second spring accumulator port 8 b. In FIG. 1, the first spring-accumulator connection 8 ais connected to the spring-accumulator brake cylinders 254 d, 254 fand the second spring-accumulator connection 8 bis connected to the spring-accumulator brake cylinders 254 c, 254 e. By providing the parking pressure pFS, the electropneumatic parking brake valve unit 2 vents the spring-loaded brake cylinders 254 c- 254 fand thus releases the parking brake. To engage the parking brake of the vehicle 300, the electropneumatic parking brake valve unit 2 can vent the spring accumulator connections 8 a, 8 bor the spring accumulator brake cylinders 254 c- 254 fconnected thereto. This can take place in response to the receipt of corresponding second parking brake signals at the parking brake control unit 6 or when parking brake signals SFS are no longer provided by the parking brake control unit 6.In order to provide redundancy for the electropneumatic parking brake valve unit 2, the electropneumatic parking brake device 1 furthermore comprises an electropneumatic parking brake redundancy unit 10. This can be done directly or indirectly. Thus, as shown in the exemplary embodiment according to FIG. 1, the parking brake redundancy unit 10 can vent a parking pressure air path 12 which is connected directly to the spring-loaded brake cylinders 254 c- 254 fdirectly into the environment. In alternative variants, however, the fixed compressed air path 12 can also be connected to the first compressed air supply 206 and / or the second compressed air supply 210. Furthermore, the parking compressed air path 12 can alternatively or additionally also be connected to a third compressed air supply, which is not shown in FIG. 1. The parking brake redundancy unit 10 then connects this parking pressure air path 12, which is connected to the first compressed air supply 206, the second compressed air supply 210 or a third compressed air supply, to the environment, in order to thus effect venting of the spring-loaded brake cylinders 254 c- 254 f. The connection to the environment is effected via one or more redundancy vents 14, 15 of the electropneumatic parking brake redundancy unit 10.The parking brake redundancy unit 10 comprises a main port 16 provided for connection to the parking compressed air path 12. In FIG. 1, the spring-loaded brake cylinders 254 c- 254 fare directly connected to the main connection 16 and the spring-loaded connections 8 a, 8 b. In the exemplary embodiment shown in FIG. 1, the parking brake redundancy unit 10 thus receives the parking pressure pFSat the main connection 16 if the parking brake of the vehicle 300 is released or the spring-loaded brake cylinders 254 c- 254 fare aerated.The electropneumatic parking brake redundancy unit 10 is designed to connect the main connection 16 to a redundancy vent 14, 15. For this purpose, the electropneumatic parking brake redundancy unit 10 comprises a first venting path 18 and a second venting path 30. the first venting path 18 and the second venting path 30 are venting paths 18, 30 of the electropneumatic parking brake redundancy unit 10 which are at least partially parallel to one another. In the exemplary embodiment according to FIG. 1, the first venting path 18 runs from the main connection 16 via a first electropneumatic redundancy valve unit 22 to a first redundancy venting 14 and opens there into the environment. The second venting path 30 of the electropneumatic parking brake redundancy unit 10 runs parallel to the first venting path 18 from the main connection 16 to a second redundancy venting 15 and there opens into the environment. In other variants, however, the electropneumatic parking brake redundancy unit 10 could have, for example, two main connections 16. The first venting path 16 and the second venting path 30 can also have a common redundancy venting 14, 15 in variants.The parking pressure air path 12 connects the spring accumulator connections 8 a, 8 bof the electropneumatic parking brake valve unit 2 to the spring accumulator brake cylinders 254 c, 254 d, 254 e, 254 f. If the electropneumatic parking brake valve unit 2 has a fault and can no longer vent the spring accumulator pressure pFS present in the parking pressure air path 12 for engaging the parking brake, the electropneumatic parking brake redundancy unit 10 forms a redundancy. The parking pressure pFSapplied in the parking pressure air path 12 for venting the spring-loaded brake cylinders 254 c, 254 d, 254 e, 254 fis also applied to the main connection 16 of the electropneumatic parking brake redundancy unit 10 and can be vented to the environment via the first venting path 18, the second venting path 30 or both via the first venting path 18 and via the second venting path 30 in order to engage the parking brake of the vehicle 300. Therefore, even if venting via the electropneumatic parking brake valve unit 2 should no longer be possible due to a fault, the parking brake cylinders 254 c- 254 fcan be connected to the environment via the first venting path 18 or via the second venting path 30 and thus be vented.FIG. 1 schematically shows the arrangement of the first electropneumatic redundancy valve unit 22 in the first venting path 18 and the second electropneumatic redundancy valve unit 24 in the second venting path 30, but it should be understood that subcomponents of the first electropneumatic redundancy valve unit 22 can also be arranged in the second venting path 30 and / or the subcomponents of the second electropneumatic redundancy valve unit 24 can also be arranged in the first venting path 18. The first redundancy valve unit 22 can be controlled by a first control unit 26, which in the exemplary embodiment shown is the primary control unit 214. For this purpose, the first redundancy valve unit 22 is connected to the primary control unit 214 via a first redundancy signal line 256. The second redundancy valve unit 24 can be controlled in an analogous manner by a second control unit 28, which is formed here by the secondary control unit 242. The connection of secondary control unit 242 and second redundancy valve unit 24 takes place via a second redundancy signal line 258. The primary control unit 214 and the secondary control unit 242 are independent of one another and are supplied by separate voltage sources 222, 246, so that a redundancy level with high reliability can be created in a particularly simple manner by using the primary control unit 214 as the first control unit 26 and the secondary control unit 242 as the second control unit 28.In the exemplary embodiment shown in FIG. 1, both the first control unit 26 and the second control unit 28 are independent of the parking brake control unit 6. however, in other embodiments, the parking brake control unit 6 can also form or comprise the first control unit 26 or the second control unit 28, for example.FIG. 2 now schematically shows a first exemplary embodiment of the electropneumatic parking brake device 1, wherein, for simplification, the first rear axle HA 1 with the associated parking brake cylinders 254 c, 254 dis also shown. The electropneumatic parking brake valve unit 2 is shown schematically, wherein the spring accumulator connections 8 a, 8 bare represented here in simplified form as a common spring accumulator connection 8. The main connection 16 is likewise shown only in a greatly simplified manner and opens into the parking-pressure air path 12, which is here a connecting line between the spring-accumulator connection 8 of the parking brake valve unit 2 and the spring-accumulator brake cylinders 254 c, 254 d.In the first exemplary embodiment, the first venting path 18 and also the second venting path 30 of the electropneumatic parking brake redundancy unit 10 are connected to the main connection 16. Downstream of the main connection 16, the venting paths 18, 20 branch off at a node 32, which is shown schematically.The first venting path 18 runs from the node 32 to a first electrically switchable venting valve 34 of the first electropneumatic redundancy valve unit 22, The first electrically switchable venting valve 34 is an electrically switchable 2 / 2-way valve in the first exemplary embodiment illustrated in FIG. 2. An inlet port 34.1 of the first electrically switchable venting valve 34 is connected directly to the node 32 and to the main port 16 arranged upstream of the node 32. A first outlet connection 34.2 of the first electrically switchable venting valve 34 is directly connected to the first redundancy venting 14. In variants, however, a further line can also be provided between the first outlet connection 34.2 and the first redundancy vent 14.The first electrically switchable venting valve 34 is designed as a solenoid valve in the first exemplary embodiment. The first control unit 26 is adapted to control the first electrically switchable venting valve 34 of the first electro-pneumatic redundancy valve unit 22. Here, the control unit 26 can supply current to a first magnet 34.3 of the first electrically switchable venting valve 34 in order to switch the first electrically switchable venting valve 34 from a closed switching position shown in FIG. 2 into an open switching position. In the open switching position, the first inlet connection 34.1 and the first outlet connection 34.2 of the first electrically switchable venting valve 34 are connected in a fluid-conducting manner, so that the first electrically switchable venting valve 34 opens up the first venting path 18 in the open switching position. The parking pressure pFSof the parking pressure air path 12 present at the main connection 16 can then be directly vented to the environment via the first venting path 18 and the first redundancy venting 14. As a result, the spring-loaded brake cylinders 254 c, 254 dare also vented via the parking-pressure-air path 12 and the parking brake is engaged.In the closed switching position, the first electrically switchable venting valve 34 interrupts the connection of the first inlet connection 34.1 to the first outlet connection 34.2. In the first exemplary embodiment and preferably, the first electrically switchable venting valve 34 is monostable and prestressed into the closed position. If the first control unit 26 no longer controls the first electrically switchable venting valve 34 or in the present case no longer supplies the first magnet 34.3 with electrical energy, the first electrically switchable venting valve 34 automatically returns to the closed switching position. This prevents the first venting path 18 from being released in the event of a fault in the first control unit 26.In an analogous manner, the second venting path 30 comprises a second electrically switchable venting valve 36, This second electrically switchable venting valve 36 is in the present case substantially identical to the first electrically switchable venting valve 34. The second venting path 30 runs from the main connection 16 via the node 32, a second inlet connection 36.1 of the first electrically switchable venting valve 36 to a second outlet connection 36.2 of the electrically switchable venting valve 36 and the second redundancy venting 15 connected directly thereto. Furthermore, the second outlet connection 36.2 could also be connected to the first redundancy vent 14.The second control unit 28 is designed to switch the second electrically switchable venting valve 36 from a closed switching position into an open switching position and thus to open the second venting path 30. The parking pressure pFScan then flow along the second venting path 30 from the main connection 16 to the second redundancy venting 15, as a result of which the parking pressure air path 12 and the spring-loaded brake cylinders 254 c, 254 dare vented. The second electrically switchable venting valve 36 is also prestressed into a closed state, so that it interrupts the second venting path 30 in the event of a fault in the second control unit 28.The first control unit 26 and the second control unit 28 can open the first venting path 18 and the second venting path 30 simultaneously in order to achieve a particularly high volume flow through the electropneumatic parking redundancy unit 10 and to rapidly vent the parking pressure air path 12. However, only one of the venting paths 18, 30 can also be enabled for venting at least one spring brake cylinder 254 c, 254 d, for example.In the first exemplary embodiment according to FIG. 2, the parking brake redundancy unit 10 further comprises a first pressure sensor 42, which is designed here to detect a pressure of the first venting path 18 and second venting path 30. The first pressure sensor 42 is connected to the first control unit 26 and provides first pressure signals SP 1 corresponding to the detected pressure to the first control unit 26. In other variants of the parking brake device 1, the first pressure sensor 42 can, however, also be connected to the second control unit 28. Furthermore, two or more pressure sensors 42 may also be provided. In the first exemplary embodiment, the first pressure sensor 42 is arranged upstream of the first electrically switchable venting valve 34. Specifically, the first pressure sensor 42 is provided here for detecting a pressure level prevailing at the node 32. Thus, the first control unit 26 can determine, using the pressure signals provided by the first pressure sensor 42, whether the parking pressure pFSis present on the parking pressure air path 12 or whether the spring-loaded brake cylinders 254 c, 254 dare ventilated or vented.FIG. 3 illustrates a second exemplary embodiment of the electropneumatic parking brake device 1, the illustration being substantially analogous to the first exemplary embodiment. Again, the first venting path 18 and the second venting path 30 are connected from the main port 16 to the node 32 and split into two parallel venting paths 18, 30 downstream of the node 32.The first electrically switchable venting valve 34 is designed in the second exemplary embodiment analogously to the first exemplary embodiment. Thus, the first electrically switchable venting valve 34 is also in the second exemplary embodiment a 2 / 2-way solenoid valve which is prestressed into a closed state and is actuated by the first control unit 26. In the exemplary embodiment according to FIG. 3, the first outlet connection 34.2 also opens into the first redundancy vent 14. The fourth venting valve 40 can be controlled by the second control unit 28 and is part of the second redundancy valve unit 24. the fourth electrically switchable venting valve 40 is arranged upstream of the first electrically switchable venting valve 34 in the first venting path 18.In the second exemplary embodiment, the fourth electrically switchable venting valve 40 is likewise a 2 / 2-way valve and comprises a fourth inlet connection 40.1 and a fourth outlet connection 40.2. The second control unit 28 can supply a fourth magnet 40.3 of the fourth electrically switchable venting valve 40 with electrical energy in order to switch the fourth electrically switchable venting valve 40 between an open position, in which the fourth inlet connection 40.1 and the fourth outlet connection 40.2 are connected in a fluid-conducting manner, and a closed position, in which the fourth electrically switchable venting valve 40 interrupts the first venting path 18. The electrically switchable venting valve 40 is also monostable. Unlike the first electrically switchable vent valve 34, however, it is biased to the open position and not to the closed position. In the event of a fault in the second control unit 28, the fourth electrically switchable venting valve 40 therefore opens the first venting path 18.In an analogous manner, the second venting path 30 comprises a third electrically switchable venting valve 38 which can be controlled by the first control unit 26. The third electrically switchable venting valve 38 is arranged upstream of the second electrically switchable venting valve 36 in the second venting path 30. Analogously to the fourth electrically switchable venting valve 40, the third electrically switchable venting valve 38 can also be switched into a closed switching position by energizing and thus interrupt the second venting path 30.In the second exemplary embodiment, which is illustrated in FIG. 3, the electropneumatic parking brake device 1 comprises, in addition to the first pressure sensor 42, a second pressure sensor 44. the second pressure sensor 44 provides second pressure signals SP 2 for the second control unit 28. Here, the first pressure sensor 42 is configured to detect a first pressure p 1 of the first venting path 18. Specifically, the first pressure sensor 42 here detects the first pressure p 1 between the fourth electrically switchable venting valve 40 and the first electrically switchable venting valve 34. Analogously, the second pressure sensor 44 is designed to detect a second pressure p 2 of the second venting path 30 between the third electrically switchable venting valve 38 and the second electrically switchable venting valve 36.Using the first pressure signals SP 1, the first control unit 26 can ascertain, for example, whether or not the first parking pressure path 12 is at parking pressure pFSand / or whether or not the fourth electrically switchable venting valve 40 is open.In the second exemplary embodiment of the electropneumatic parking brake device 1, too, the parking-air path 12 can be connected to a redundancy vent 14, 15 via the first vent path 18 and / or the second vent path 30 and can thus be vented to the environment. For example, the first control unit 26 can supply the first electrically switchable venting valve 34 with electrical energy and thus switch it into the open position. If the second control unit 28 is fully functional, it does not supply the fourth magnet 40.3 of the fourth electrically switchable venting valve 40 with electrical energy and leaves the fourth electrically switchable venting valve 40 in the open position in which it opens up the first venting path 18. Even in the event of a total failure of the second control unit 28, the first control unit 26 can bring about venting of the parking pressure air path 12, since the second control unit in this case cannot supply the fourth electrically switchable venting valve 40 with electrical energy and thus cannot switch into the closed switching position.The fourth electrically switchable holding valve 40 additionally provided in comparison with the first exemplary embodiment also permits additional redundancy in the event that the first control unit 26 has a fault which causes the first control unit 26 to open the first electrically switchable venting valve 34, even though the parking brake of the vehicle 300 is not intended to be engaged in a current (driving) situation. In the event of such a fault in the first control unit 26, the second control unit 28 can close the fourth electrically switchable venting valve 40 (current flows to the magnet 40.3) and thus interrupt the first venting path 18. An analogous functionality results for the third electrically switchable venting valve 38 arranged in the second venting path 30.Preferably, the first electrically switchable venting valve 34, the second electrically switchable venting valve 36, the third electrically switchable venting valve 38 and the fourth electrically switchable venting valve 40 are arranged in a common housing (not shown in the figures).Reference Sign (Part of Description)1 Parking brake device 2 parking brake valve unit 4 supply connection 6 parking brake control unit 8, 8 a, 8 bspring accumulator connections 10 parking brake redundancy unit 12 parking pressure air path 14 first redundancy vent 15 second redundancy vent 16 main connection 18 first vent path 22 first redundancy valve unit 24 second redundancy valve unit 26 first control unit 28 second control unit 30 second vent path 32 node 34 first electrically switchable vent valve 34.1 first inlet connection 34.2 first outlet connection 34.3 first solenoid 36 second electrically switchable vent valve 36.1 second inlet connection 36.2 second outlet connection 38 third electrically switchable vent valve 40 fourth electrically switchable vent valve 40.1 fourth inlet connection 40.2 fourth outlet connection 40.3 fourth solenoid 42 first pressure sensor 44 second pressure sensor 200 electronically controllable pneumatic brake system 202 rear axle brake circuit 204 front axle brake circuit 206 first compressed air supply 207 trailer brake circuit 208 a- 208 fservice brake actuators 208a, 208b, front axle brake actuators 208c, 208d, rear axle brake actuators 208e, 208 f 209 trailer module 210 second compressed air supply 212 primary system 214 primary control unit 216 vehicle BUS 218 unit for autonomous driving 220 first supply line 222 first voltage source 224 first operating axle modulator 228 front axle modulator 230 supply connection 232.1 first service brake pressure connection 232.2 second service brake pressure connection 234 wheel rotational speed sensor 236 second operating axle modulator 237 rear axle modulator 238 ABS valves 240 central module 241 secondary system 242 secondary control unit 244 second supply line 246 second voltage source 248 redundancy BUS 250 redundancy axle modulator 252 redundancy brake pressure connection 254 c- 254 fspring brake cylinder 256 first redundancy signal line 258 second redundancy signal line 260 select high valve 262 push-pull valve 264 foot brake pedal 300 vehicle 302 commercial vehicle HA 1 First rear axle HA2 Second rear axle p1 First pressure p2 Second pressure pB1 First service brake pressure pB2 Second service brake pressure pB3 Third service brake pressure pBR1 Redundancy brake pressure pFS Parking pressure SA Brake request signals SB Operating brake signals SD Wheel speed signals SFS Parking brake signal SP1 First pressure signals SP2 Second pressure 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 citedDE 10 2021 122 497 A1

[0006] DE 10 2022 101 142 A1

[0007] DE 10 2021 122 498 A1

[0007] DE 10 2021 122 499 A1

[0007] DE 10 2020 132 875 A1

[0007] EP 3 145 769 B1

[0007]

Claims

Electropneumatic parking brake device (1) for ventilating and venting one or more spring-loaded brake cylinders (254c, 254d, 254e, 254f) of an at least partially electronically controllable pneumatic brake system (200) for a vehicle (300), comprising an electropneumatic parking brake valve unit (2) having a supply connection (4) for receiving supply pressure (pV) from a compressed air supply (206, 210), and a parking brake control unit (6), wherein the parking brake valve unit (2) is designed to actuate a parking pressure (pFS) at at least one spring-loaded connection (8, 8a, 8b) as a function of a parking brake signal (SP), and an electropneumatic parking brake redundancy unit (10) designed to actuate a parking brake pressure (pFS) at least one spring-loaded connection (8, 8a, 8b), Independently of the electropneumatic parking brake valve unit (2) for venting at least one spring-loaded brake cylinder (254c, 254d, 254e, 254f), to connect a parking-pressure air path (12) to a vent (14), wherein the parking brake redundancy unit (2) comprises at least a first main connection (16) for receiving a pressure (pFS) of the parking-pressure air path (12), a first vent path (18) for directly venting the pressure (pFS, pV) into the environment and a second vent path (30) for directly venting the pressure (pFS, pV) into the environment, wherein a first electropneumatic redundancy valve unit (22) of the electropneumatic parking brake redundancy unit (10) is arranged in the first vent path (18) and can be controlled by a first control unit (26), wherein a second electropneumatic redundancy valve unit (24) of the electropneumatic parking brake redundancy unit (10) is arranged in the second venting path (30) and can be controlled by a second control unit (28), wherein the second control unit (28) is independent of the first control unit (26), and wherein the first venting path (18) and the second venting path (30) are mutually parallel venting paths (18, 30) for the direct venting of the received pressure (pEV.pV) of the parking compressed air path (12) into the environment.The electropneumatic parking brake device () according to claim 1, wherein the first redundancy valve unit (22) has a first electrically switchable venting valve (34) which is arranged in the first venting path (18) and is designed to interrupt the first venting path (18) in a non-energized state, and wherein the second redundancy valve unit (24) has a second electrically switchable venting valve (36) which is arranged in the second venting path (30) and is designed to interrupt the second venting path (30) in a non-energized state.The electropneumatic parking brake device (1) according to claim 2, wherein the first redundancy valve unit (22) has a third electrically switchable venting valve (38) which is arranged in the second venting path (30), and wherein the second redundancy valve unit (24) has a fourth electrically switchable venting valve (40) which is arranged in the first venting path (18).The electropneumatic parking brake device (1) according to claim 3, wherein the third venting valve (38) is open in a non-powered state and wherein the fourth venting valve (40) is open in a non-powered state.Electropneumatic parking brake device (1) according to one of Claims 2 to 4, comprising a first pressure sensor (42) for detecting a first pressure (p1) of the first venting path (18), wherein the first pressure sensor (42) is designed to provide first pressure signals (SP1) corresponding to the detected first pressure (p1) to the first control unit (26); and comprising a second pressure sensor (44) for detecting a second pressure (p2) of the second venting path (30), wherein the second pressure sensor (44) is designed to provide second pressure signals (SP2) corresponding to the detected second pressure (p2) to the second control unit (28).The electropneumatic parking brake device (1) according to claim 5, wherein the first pressure sensor (42) is arranged upstream of the first venting valve (34), and wherein the second pressure sensor (44) is arranged upstream of the second venting valve (36).Electropneumatic parking brake device (1) according to one of Claims 1 to 6, wherein the first electrically switchable venting valve (34) and the second electrically switchable venting valve (36) are 2 / 2-way valves.Electronically controllable pneumatic brake system (200) for a vehicle (300), comprising at least a first front axle brake actuator (208a, 208b) and a second front axle brake actuator (208a, 208b) and at least a first rear axle brake actuator (208c, 208d, 208e, 208f) and a second rear axle brake actuator (208c, 208d, 208e, 208f); a primary system (212) having a primary control unit (214) at least for actuating the first front axle brake actuator (208a, 208b) and the second front axle brake actuator (208a, 208b) and / or for actuating the first rear axle brake actuator (208c, 208d, 208e, 208f) and the second rear axle brake actuator (208c, 208d, 208e, 208f); and an electropneumatic parking brake device (1) according to one of Claims 1 to 7, at least one first spring-loaded brake cylinder (254c, 254d, 254e, 254f) being connected to the at least one spring-loaded connection (8) of the electropneumatic parking brake valve unit (2).Electronically controllable pneumatic brake system (200) according to Claim 8, wherein at least the first spring-loaded brake cylinder (254c, 254d, 254e, 254f) is connected to the main connection (16) of the parking brake redundancy unit (1), wherein the parking brake redundancy unit (1) is switchable in order to connect the spring-loaded brake cylinder (254c, 254d, 254e, 254f) to the environment via the first venting path (18), via the second venting path (30) or via the first venting path (18) and the second venting path (30) in order to vent the spring-loaded brake cylinder (254c, 254d, 254e, 254f).Electronically controllable pneumatic brake system (200) according to claim 8, wherein the main connection (16) is connected to a first compressed air supply (206, 210) of the brake system (200), and wherein the parking brake redundancy unit (10) is switchable to connect at least the first compressed air supply (206, 210) to the environment via the first venting path (18), via the second venting path (30) or via the first venting path (18) and the second venting path (30) in order to vent the first compressed air supply (206, 210).Electronically controllable pneumatic brake system (200) according to one of claims 8 to 10, wherein the primary control unit (214) is or comprises the first control unit (26).Electronically controllable pneumatic brake system (200) according to one of Claims 8 to 11, further comprising a secondary system (241) having a secondary control unit (242), wherein the secondary system (241) is designed to actuate the first front-axle brake actuator (208a, 208b) and the second front-axle brake actuator (208a, 208b) and / or to actuate the first rear-axle brake actuator (208c, 208d, 208e, 208f) and the second rear-axle brake actuator (208c, 208d, 208e, 208f) if a fault is determined in the primary system (212).Electronically controllable pneumatic brake system (200) according to claim 12, wherein the secondary control unit (242) is or comprises the second control unit (28).Electronically controllable pneumatic brake system (200) according to one of claims 8 to 13, comprising a first voltage source (222) and a second voltage source (246), wherein the first voltage source (222) is provided for supplying the first control unit (26) with electrical voltage and wherein the second voltage source (246) is provided for supplying the second control unit (28) with electrical voltage.Vehicle (300), in particular commercial vehicle (302), having at least one front axle (VA), at least one first rear axle (HA1) and an electronically controllable pneumatic brake system (1) according to one of the preceding claims 8 to 14.

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