Bistable electropneumatic trailer control module

Abstract

The invention discloses a bistable trailer control module (1) of an electropneumatic braking device of a towing vehicle of a towing vehicle-trailer combination, comprising at least: a trailer control connection (22) formed on a housing (2), a trailer supply connection (21) formed on the housing (2), a module supply connection (11) formed on the housing (2), a module vent (3) formed on the housing (2), a pneumatically controlled main valve device (RV) arranged in the housing (2) with a first pneumatic control connection (12), a working connection (13) connected to the trailer control connection (22), and a supply connection (14) connected to the module supply connection (11), an electropneumatic pilot control device (5, EV, AV) arranged in the housing (2), which is designed and constructed to pressurize and vent a pneumatic control line (8),which is at least temporarily connected to the first pneumatic control connection (12) of the main valve device (RV). According to the invention, the pneumatic control line (8) can be ventilated by means of a pneumatic inlet valve device (18) with feedback on the control side, and can be vented by means of a pneumatic outlet valve device (23) with feedback on the control side.

Description

[0001] The invention relates to an electropneumatic trailer control module, in particular a bistable trailer control module according to the preamble of claim 1, and to an electropneumatic braking device of a towing vehicle designed to pull at least one trailer, comprising an electropneumatic trailer control module according to claim 15, and to a towing vehicle designed to pull at least one trailer, comprising an electropneumatic braking device according to claim 19.

[0002] State-of-the-art trailer control modules generally require signals from the parking brake system, which then switches the trailer control module (also called the trailer control valve) to the drive or lock state and also ensures that this state does not change unintentionally. Furthermore, due to the rigid functional coupling of the parking brake system and the trailer control module, the trailer's parking brake cannot be controlled independently of the towing vehicle's parking brake. Controlling the functions performed with the aid of a trailer control module, such as "drive" or "lock," with a coupled parking brake system is only possible with considerable additional effort and with additional external components. An electropneumatic trailer control module of this type is known from DE 10 2005 051 686 A1.

[0003] The invention is based on the object of providing an electropneumatic trailer control module that offers good controllability, high reliability, and flexibility with minimal structural complexity. An electropneumatic braking system with such a trailer control module and a towing vehicle designed to pull at least one trailer with such an electropneumatic braking system are also to be provided.

[0004] This object is achieved according to the invention by the features of claims 1, 15 and 19. Disclosure of the invention

[0005] The invention discloses a trailer control module that is inherently bistable, in which the bistable behavior is not provided by a parking brake device, as in the prior art, but rather by the trailer control module itself. A bistable trailer control module means that a power failure has no effect on the last state assumed by the trailer control module, thereby increasing the safety of the trailer control module. This has the advantage that the trailer control module is equipped with its own independent bistability and is not provided by the parking brake device and the control line connected to it, which is complex. Thanks to integrated bistability in the trailer control module, this electronic control can be implemented using a software function without additional effort and, in particular, can be controlled or activated independently of the parking brake device.which results in advantages regarding the flexibility of the trailer control module.

[0006] The invention is based on an electropneumatic trailer control module of an electropneumatic braking device of a vehicle, in particular a towing vehicle of a towing vehicle-trailer combination, comprising at least: a) A housing b) a trailer control connection formed on the housing, which is arranged and designed to control a brake pressure for a trailer, c) a trailer supply connection formed on the housing, which is arranged and designed to control a supply pressure for a trailer, d) a module supply connection formed on the housing, which is arranged and designed to control a supply pressure, e) a module vent formed on the housing, which is arranged and designed to discharge compressed air into a pressure sink, f) a pneumatically controlled main valve device arranged in the housing with a pneumatic control connection, a working connection connected or connectable to the trailer control connection, and a supply connection connected or connectable to the module supply connection, as well as a vent connection connected or connectable to the module vent, g) an electropneumatic pilot control device arranged in the housing, which is designed and constructed to pressurize and vent a pneumatic control line which is at least temporarily connected to the pneumatic control connection of the main valve device.

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

[0008] The invention is characterized in that h) the pneumatic control line continues h1) is ventilated by means of a pneumatic inlet valve device which is connected or connectable to the module supply connection by a first inlet and which is connected or connectable to the pneumatic control line and to a first pneumatic control inlet by a first outlet, and h2) can be vented by means of a pneumatic outlet valve device which is connected to a second inlet and to a second pneumatic control inlet to the pneumatic control line and which is connected or connectable to a second outlet to the module vent.

[0009] When the term “connectable” is used above or below, this means that there does not have to be a permanent connection between the elements concerned, but that such a connection is only temporary and can be (temporarily) interrupted, for example, by another, intermediate element.

[0010] The control pressure prevailing in the pneumatic control line is therefore coupled into the first pneumatic control input of the inlet valve device at the inlet valve device and into the second pneumatic control input of the outlet valve device at the outlet valve device. This creates a self-locking function of the inlet valve device and the outlet valve device, which prevents the supply pressure present at the module supply connection or the ambient pressure present at the module vent from being influenced. The inlet valve device and the outlet valve device thus each ensure a substantially constant pneumatic control pressure in the pneumatic control line. This results in defined switching points for the inlet valve device and the outlet valve device, which enable improved pressure control.

[0011] In other words, the invention provides an electropneumatic trailer control module with at least two stable switching states.

[0012] If the pneumatic control line is vented, the inlet valve assembly closes due to the low pressure there, preventing any pressure medium from entering the pneumatic control line. The outlet valve assembly opens the connection to the module vent. The pneumatic control line is then vented via the open outlet valve assembly and thus remains stable in the vented state. Both the inlet valve assembly and the outlet valve assembly maintain their switching positions due to the low pressure in the pneumatic control line.

[0013] If the pneumatic control line is vented, the pneumatic outlet valve device separates the pneumatic control line from the module vent due to the higher pressure there, and the inlet valve device opens the connection between the pneumatic control line and the module supply connection. The pneumatic control line is then continuously vented via the inlet valve device and thus remains stable in the vented state. Both the inlet valve device and the outlet valve device maintain their switching positions due to the high pressure in the pneumatic control line.

[0014] For example, the pneumatic inlet valve device can comprise a first directional control valve which is pneumatically controlled at the first pneumatic control input, in particular a first 2 / 2-way valve, with a blocking position in which the first input is separated from the first output, and with a passing position in which the first input is connected to the first output, wherein the first directional control valve is designed to assume the blocking position or the passing position depending on a ventilation or venting of the first pneumatic control input, in particular to assume the blocking position when the first pneumatic control input is vented and the passing position when the first pneumatic control input is vented.

[0015] The pneumatic outlet valve device can also comprise a second directional control valve which is pneumatically controlled at the second pneumatic control input, in particular a second 2 / 2-way valve, with a blocking position in which the second input is separated from the second output, and with a through position in which the second input is connected or connectable to the second output, wherein the second directional control valve is designed to assume the through position or the blocking position depending on a ventilation or venting of the second pneumatic control input, in particular to assume the through position when the second pneumatic control input is vented and the blocking position when the second pneumatic control input is vented.

[0016] The pneumatic inlet valve device and the pneumatic outlet valve device are therefore preferably designed such that they are controlled in opposite directions by the control pressure prevailing in the pneumatic control line with respect to the blocking position and the passage position.

[0017] If the pneumatic control line is then vented, for example, whether intentionally, for example, as a result of a corresponding electrical control by the electropneumatic pilot control device (the electropneumatic inlet valve is or is closed and the electropneumatic outlet valve is closed) or unintentionally, for example, due to a leak in the electropneumatic control line, the first directional control valve switches to the blocking position due to the low control pressure at the first pneumatic control input, which prevents compressed air from being pumped into the control line from the module supply connection. However, the second directional control valve then switches to the open position, which supports or causes the venting of the pneumatic control line.The low pressure in the control line then controls, in particular in a feedback manner, the first pneumatic control input of the first directional control valve and the second pneumatic control input of the second directional control valve in such a way that the two directional control valves stably assume the switching positions mentioned above.

[0018] If, however, the pneumatic control line is or is ventilated, for example intentionally, for example as a result of a corresponding electrical control by the electropneumatic pilot control device (the electropneumatic inlet valve is opened and the electropneumatic outlet valve is closed), then the first directional control valve switches to the open position due to the high control pressure at the first pneumatic control inlet, which supports the ventilation of the pneumatic control line, but the second directional control valve switches to the closed position, which prevents the pneumatic control line from being vented. The high pressure in the control line then controls, in particular in a feedback manner, the first pneumatic control inlet of the first directional control valve and the second pneumatic control inlet of the second directional control valve such that the two directional control valves stably assume the respective switching positions mentioned above.

[0019] The behavior of the first directional control valve and the second directional control valve described above can be realized, for example, by a spring preload.

[0020] Since the supply pressure of the compressed air supply connected to the module supply connection or the pressure sink connected to or present at the module vent can be stably connected to the pneumatic control line via the inlet valve device, a bistable state of the trailer control module results, namely: - an initial stable state when the trailer brakes are being or are being ventilated (e.g., the trailer is being or is being braked): Even in the event of leaks in the pneumatic control line, compressed air is supplied from the module supply connection from the connected compressed air supply via the pneumatic inlet valve device into the pneumatic control line. This essentially maintains the full pneumatic control pressure in the pneumatic control line, and the trailer brakes are stably ventilated (e.g., the trailer is stably braked). The pneumatic inlet valve device automatically maintains its open position through the additional supply of compressed air from the module supply connection; and - A second stable state when the trailer brakes are or are being bled: Even in the event of leaks in the pneumatic control line, the pneumatic control pressure is vented from the pneumatic control line via the pneumatic outlet valve. This leaves the pneumatic control line depressurized, and the trailer brakes are vented in a stable manner (e.g., while the trailer is in motion or unbraked). The pneumatic outlet valve maintains its position during the venting process.

[0021] According to a preferred development, a throttle, hereinafter referred to as the first throttle, can be arranged between the first inlet and the module supply connection, and at least one throttle, hereinafter referred to as the second throttle, can be arranged between the module vent and the second outlet.

[0022] The first and second throttles allow a small amount of air to be supplied or discharged relative to the pneumatic control line. However, this ensures that the electropneumatic pilot control device can control or regulate an even larger amount of air than the pneumatic control pressure in the pneumatic control line.

[0023] Accordingly, the first throttle and the second throttle are preferably designed such that their throttle flow cross-section is smaller than the flow cross-section provided by the electropneumatic pilot control device.

[0024] The trailer control module preferably further comprises an electronic control unit, which is preferably integrated into the housing and designed and configured to control the electropneumatic pilot control device. The electronic control unit can then be connected to an electrical control connection of the housing.

[0025] In the trailer control module, the electropneumatic pilot control device preferably comprises an inlet-outlet solenoid valve combination, with a) an inlet solenoid valve, designed for example as a 2 / 2-way solenoid valve, of which a third input is connected or connectable to the module supply connection and a third output is connected or connectable to the pneumatic control line, and with b) an outlet solenoid valve designed, for example, as a 2 / 2-way solenoid valve, of which a fourth inlet is connected or connectable to the pneumatic control line and a fourth outlet is connected or connectable to the module vent.

[0026] The main valve device may also comprise a relay valve and / or a trailer control valve or be formed by such a valve.

[0027] The trailer control valve can also be formed by a relay valve or include one.

[0028] According to a further development of the trailer control module, a valve device can be arranged between the module supply connection and the trailer supply connection, which valve device has a third pneumatic control input connected to the pneumatic control line and a fourth pneumatic control input connected to the trailer supply connection, as well as at least two switching positions: a) a first switching position in which the valve device connects the module supply connection to the supply connection of the main valve device and to the trailer supply connection without restriction, and b) a second switching position in which the valve device connects the module supply connection to the supply connection of the main valve device and to the trailer supply connection by means of a throttle, hereinafter referred to as the third throttle, whereby c) the valve device is designed such that it is actuated in opposite directions by the control pressure at the third pneumatic control input and by the control pressure at the fourth pneumatic control input and switches either into the first switching position or into the second switching position depending on the control pressures.

[0029] The valve device can be spring-biased in particular into the first or second switching position.

[0030] During normal operation, the supply pressure from the compressed air supply connected to the module supply connection is present at the trailer supply connection. The fourth pneumatic control input of the valve assembly is then pressurized, causing the valve assembly to switch to the first switching position, in which the valve assembly connects the module supply connection with the trailer supply connection and the supply connection of the main valve assembly without any throttle.

[0031] However, if, for example, a pressure loss occurs at the trailer control port, particularly due to a rupture in the trailer brake line, and the trailer control port is vented, particularly by electrical control of the electro-pneumatic valve device (the inlet valve is opened and the outlet valve is closed), compressed air escapes through the leak and the supply pressure, which forms the control pressure at the fourth pneumatic control input of the valve device, drops. Therefore, the fourth pneumatic control input of the valve device is vented, causing the valve device to switch to the second switching position, in which the valve device connects the module supply port to the trailer supply port and to the supply port of the main valve device in a throttled manner. This applies the trailer service brakes, implementing an emergency braking function of the trailer control module.

[0032] The trailer control module can also include a bistable electropneumatic check valve, which is connected on the input side to a pneumatic module control port of the housing and on the output side to a second pneumatic control port of the main valve device. The check valve is, for example, spring-loaded in its open position (NO).

[0033] According to a further development, the electropneumatic retaining valve can be electrically controlled by the electronic control and designed such that, when energized, it blocks a connection between the pneumatic module control connection and the second pneumatic control connection of the main valve device and, when de-energized, opens this connection.

[0034] It is particularly preferred that the main valve device is arranged and designed to ventilate the trailer control connection when a) only the first pneumatic control connection is ventilated, or b) only the second pneumatic control connection is ventilated, or in particular c) when the first pneumatic control port and the second pneumatic control port are vented.

[0035] As a result, a logical “OR” or “AND / OR” circuit is realized with respect to the pneumatic control of the main valve device at the first pneumatic control connection and / or at the second pneumatic control connection.

[0036] For example, if the primary electrical control via the electropneumatic pilot control device is normally intact, the retaining valve is energized and switches to its closed position. This vents the second pneumatic control port, preventing the main valve device from venting the trailer control port. The main valve device is then controlled by the intact electrical pilot control via the electropneumatic pilot control device at the first pneumatic control port.

[0037] If, however, the primary electrical control via the electropneumatic pilot control device has failed or is faulty, the first pneumatic control port cannot be pressurized or vented by the then non-functional electropneumatic pilot control device. However, the then de-energized retaining valve switches to the open position, which pressurizes the second pneumatic control port of the main valve device, resulting, for example, in increased air flow to the trailer control port.In the event of a failure of the primary electrical control of the trailer control module, the second pneumatic control connection of the main valve device can therefore be ventilated by the pneumatic control pressure of the brake signal transmitter via the retaining valve, which is switched to the non-energized through position, in the sense of a secondary pneumatic control in order to ventilate the trailer control connection and thereby apply the trailer service brakes of the trailer by actuating the service brake signal transmitter.

[0038] The housing can also have a pneumatic parking brake connection, which is provided for controlling a parking brake pressure controlled by a parking brake device and is connected or connectable to a fifth pneumatic control input of the pneumatic inlet valve device, wherein the pneumatic inlet valve device is designed such that it is controlled or actuated in opposite directions by the parking brake pressure at the fifth pneumatic control input and by the control pressure at the first pneumatic control input.

[0039] According to a further embodiment of the trailer control module, a) at least one throttle, hereinafter referred to as fourth throttle, is arranged between the first outlet of the inlet valve device and the first pneumatic control inlet of the inlet valve device on the one hand and between the first outlet of the inlet valve device and the pneumatic control line on the other hand, and b) at least one throttle, hereinafter referred to as the fifth throttle, is arranged between the second inlet of the outlet valve device and the second pneumatic control connection of the outlet valve device on the one hand and between the second inlet of the outlet valve device and the pneumatic control line on the other hand.

[0040] According to a further embodiment of the trailer control module, the first output of the inlet valve device and the second input of the outlet valve device can be connected or connectable to the pneumatic control line via at least one throttle, hereinafter referred to as sixth throttle.

[0041] The effects caused by the at least one fourth throttle and the at least one fifth throttle or the at least one sixth throttle are indicated above for the at least one first and second throttle.

[0042] The invention also includes an electropneumatic braking device of a towing vehicle designed to pull at least one trailer, comprising at least one electropneumatic trailer control module according to one of the preceding claims, wherein a) at least one compressed air supply is connected to the module supply connection, and b) a coupling head “brake” of the towing vehicle is connected to the trailer control connection, and c) a coupling head “supply” of the towing vehicle is connected to the trailer supply connection.

[0043] The electropneumatic braking device can also be provided with at least one electronic control which a) with the electrical control connection, or b) is connected to the electronic control unit, c) to feed electrical control signals into the electronic control unit.

[0044] At least one electronic control unit, in particular an electronic brake control unit, and furthermore in particular an electronic EBS control unit, can be connected to the optional electrical control connection of the trailer control module housing. The electronic brake control unit feeds electrical service brake request signals into the electrical control connection. Depending on the service brake request signals, the trailer control module can then generate a trailer brake pressure at the trailer control connection.

[0045] The electropneumatic braking device can also comprise an electropneumatic parking brake module, which is designed and configured to generate a parking brake pressure for controlling a parking brake, which is fed into the optional pneumatic parking brake connection. The electropneumatic parking brake module can, in particular, comprise an electropneumatic pilot control device and a main valve device, for example pneumatically controlled by the latter, in particular in the form of an air-volume-boosting relay valve. The electropneumatic pilot control device generates a control pressure for the main valve device depending on an electrical control by, for example, an integrated electronic parking brake control unit. The main valve device then modulates the parking brake pressure as a function of this control pressure.On the supply side, the pilot control device and the main valve device are connected to a compressed air supply, in particular to a separate compressed air supply of the parking brake circuit.

[0046] According to a further development of the electropneumatic braking system, the electropneumatic trailer control module and the electropneumatic parking brake module can be combined into a single unit. This results in an even simpler structure. In particular, service brake routines designed to control / regulate service brake functions and parking brake routines designed to control / regulate parking brake functions can be implemented in a single electronic control unit of this unit.

[0047] Last but not least, the invention also includes a towing vehicle designed to pull at least one trailer with an electropneumatic braking device as described above.

[0048] Further measures improving the invention are presented in more detail below together with the description of embodiments of the invention with reference to the drawing. drawing

[0049] The drawing shows Fig. 1 is a schematic diagram of a first embodiment of an electro-pneumatic trailer control module according to the invention in a state in which the trailer brakes are stably vented (e.g. trailer unbraked), normally as a result of a primary electrical control or in the event of a failure or error of the primary electrical control; Fig. 2 shows the schematic diagram of the first embodiment of the electropneumatic trailer control module of Fig. 1 in a condition in which the trailer brakes are stably ventilated (e.g. trailer braked), normally as a result of a primary electrical control or in the event of a failure or fault of the primary electrical control; Fig. 3 is a schematic diagram of a second embodiment of an electro-pneumatic trailer control module according to the invention in a state in which the trailer brakes are stably vented (e.g. trailer unbraked), normally as a result of a primary electrical control or in the event of a failure or error of the primary electrical control; Fig. 4 is a schematic diagram of a third embodiment of an electro-pneumatic trailer control module according to the invention in a state in which the trailer brakes are stably vented (e.g. trailer unbraked), normally as a result of a primary electrical control or in the event of a failure or fault of the primary electrical control; Fig. 5 is a schematic diagram of the first embodiment of the electro-pneumatic trailer control module in a condition where the trailer brake pressure drops due to a leak; Fig. 6 is a schematic diagram of a fourth embodiment of the electropneumatic trailer control module; Fig. 7 is a schematic diagram of a fifth embodiment of the electropneumatic trailer control module. Description of the embodiments

[0050] The Fig. 1 The electro-pneumatic trailer control module of an electro-pneumatic braking system of a towing vehicle, designated overall by 1, serves to control the compressed air brakes of a trailer, in particular pneumatic service brakes of the trailer, wherein the trailer is attached to the towing vehicle designed to pull the trailer. The towing vehicle and the trailer together form a towing vehicle-trailer combination. The trailer control module 1 represents, for example, a structural unit with a housing 2, which is integrated in the Fig. 1-5 is symbolized by a dot-dash box. The housing 2 can be a single housing or a multi-part design, consisting of several flanged sub-housings.

[0051] The trailer control module 1 is located on the towing vehicle and is, for example, a component of a particularly dual-circuit, electronically brake pressure-controlled braking system (EBS) of the towing vehicle, with a primary electrical circuit and a secondary pneumatic brake circuit as an underlying safety level. Furthermore, a parking brake circuit with an electro-pneumatic parking brake module is provided, which controls the spring-loaded brakes of the towing vehicle and also the trailer control module 1. The operating device has a foot-operated brake signal transmitter (not shown for reasons of scale) with an electrical part and a pneumatic part and is designed, for example, as a foot brake module (FBM). The pneumatic part comprises, for example, two channels, one channel per service brake circuit (front and rear), with each pneumatic channel connected to a compressed air supply.The pneumatic part of the foot brake module is comprised of subordinate pneumatic service brake circuits and generates a pneumatic backup control pressure for both subordinate pneumatic service brake circuits depending on the actuation of the brake signal transmitter.

[0052] The brake signal transmitter is therefore connected with its electrical part to the electrical service brake circuit and with its pneumatic part to the two pneumatic service brake circuits. The electrical service brake circuit has an electronic EBS control unit (not shown), which is connected via an electrical control line to an electrical control connection 4 of the housing of the trailer control module 1. For example, the subordinate pneumatic front axle service brake circuit has a pneumatic control line that leads to a pneumatic module control connection 42 of the housing 2 of the trailer control module 1 in the embodiments of Fig. 3 and Fig. 4. The pneumatic module control port 42 therefore receives the pneumatic backup control pressure, for example, of the subordinate pneumatic front axle service brake circuit, or alternatively of the subordinate pneumatic rear axle service brake circuit.

[0053] Depending on the operation of the brake signal transmitter, the design of Fig. 1 an electrical service brake request signal is fed into the electrical control connection 4 of the trailer control module 1 and in the embodiments of Fig. 3 and Fig. 4 additionally a pneumatic service brake request signal in the form of a pneumatic backup control pressure into the pneumatic module control port 42.

[0054] The electrical service brake request signal originates in particular from the EBS control unit, which generates it depending on the actuation of the brake signal sensor and, if applicable, depending on other factors (e.g. load).

[0055] The parking brake circuit has a parking brake actuator (not shown), for example, an electrically and manually operated one, which here is designed, for example, as a button or switch with multiple switching positions. It sends an actuation-dependent signal to an electro-pneumatic parking brake module, which then, depending on the actuation, actuates, for example, the parking brakes assigned to the rear axle of the towing vehicle, here in the form of pneumatic spring-loaded brake cylinders, and sends an electrical parking brake request signal to the electrical control connection 4 of the trailer control module 1, which then, depending on the actuation, applies, for example, the service brakes of the trailer. The parking brake request signal can then represent various functions of the parking brake circuit, such as "parking," "driving," "extension brake," or "test function," depending on the position of the parking brake actuator.In the latter test function, the parking brakes of the towing vehicle are applied and the trailer brakes are released in order to determine whether the combination of the braked towing vehicle and the unbraked trailer can be held stationary, particularly on uphill or downhill gradients.

[0056] The trailer's parking brakes are preferably provided by the trailer's service brakes. Alternatively, the trailer can also be equipped with its own parking brakes, particularly in the form of spring-loaded brake cylinders, which are then pneumatically controlled inversely with respect to the trailer's service brake cylinders by the trailer control module 1.

[0057] Instead of or in addition to a device that can be actuated by a driver (service brake value sensor, parking brake actuating device), the service brake request signal and / or the parking brake request signal can also be generated automatically, for example by a driver assistance system (e.g. hill holder, adaptive cruise control ACC, emergency brake assistant, vehicle dynamics control system) or by an autopilot system.

[0058] The trailer control module 1 comprises in the housing 2 an electro-pneumatic pilot control device 5, which here comprises an inlet valve EV, designed for example as an electromagnetic 2 / 2-way solenoid valve, and an outlet valve AV, also designed as an electromagnetic 2 / 2-way solenoid valve, which are each designed for example as NC solenoid valves and therefore can be connected without current to the Fig. 1-5 are spring-loaded and then switch to the open position when energized. In the embodiments of Fig. 3 and Fig. 4, an electromagnetic retaining valve BU is additionally arranged in the housing 2, which here is designed, for example, as a 2 / 2-way solenoid valve with a through position and a blocking position and is connected on the input side to the pneumatic module control port 42. It is preferably designed as an NO solenoid valve and therefore switches to the through position when de-energized and spring-biased, and to the blocking position when energized against the spring action. A pneumatic control pressure from an above-mentioned subordinate pneumatic service brake circuit is present at the module control port 42 as backup pressure and is retained by the retaining valve BU when energized, and is connected to a second pneumatic control port 17 of a main valve device RV when the retaining valve BU is de-energized.

[0059] The electropneumatic pilot control device 5 is controlled depending on the control signals of an electronic control unit (ECU) of the trailer control module 1, which is preferably also integrated into the housing 2. Alternatively, the electronic control unit (ECU) can also be arranged externally of the housing 2. The electronic control unit (ECU) is designed and configured to generate electrical control signals for the electropneumatic pilot control device 5 depending on the electrical service brake request signal and / or the electrical parking brake request signal.

[0060] In the electropneumatic pilot control device 5, in the inlet valve EV, an inlet valve inlet 6 is connected to the module supply connection 11, and an inlet valve outlet 7 is connected to a pneumatic control line 8. Furthermore, in the outlet valve AV, an outlet valve outlet 9 is connected to a module vent 3, and an outlet valve inlet 10 is connected to the pneumatic control line 8.

[0061] Also located in the housing 2 is the pneumatically controlled main valve device RV, embodied here, for example, as a relay valve RV or trailer control valve TCV. The main valve device RV is designed, for example, to increase the air flow.

[0062] In the embodiment of Fig. 1, the main valve device RV has only a first pneumatic control connection 12, otherwise a working connection 13, which is connected to a trailer control connection 22 of the housing 2, and a supply connection 14, which is connected to a module supply connection 11 of the housing 2, to which a compressed air supply (not shown here), here for example of the front axle service brake circuit, is connected. Furthermore, the main valve device RV has a vent connection 15, which is connected here to the module vent 3. The compressed air in the working connection 13 orThe actual pressure (actual trailer brake pressure) present at the trailer control port 22 of the housing 2 is measured by a pressure sensor 16, for example, integrated in the housing 2, which then feeds a corresponding pressure signal into the electronic control unit ECU, in particular for the purpose of closed-loop pressure control of the trailer brake pressure when a target pressure (actual trailer brake pressure) specified by the electrical service brake request signal and / or the electrical parking brake request signal is to be applied to the trailer control port 22, and the pilot control device 5 is then controlled by the electronic control unit ECU in order to compensate for a control deviation between the actual pressure and the target pressure. Furthermore, the first pneumatic control port 12 of the main valve device RV is connected to the pneumatic control line 8.

[0063] As stated above, the embodiments of Fig. 3 and Fig. 4 the electropneumatic retaining valve BU is connected on the output side to the second pneumatic control connection 17 of the main valve device RV.

[0064] The first pneumatic control port 12 and the second pneumatic control port 17 can control the main valve device in the sense of a logical "OR" circuit, in particular in the sense of a logical "AND / OR" circuit, ie that a ventilation of the first pneumatic control port 12 and / or the second pneumatic control port 17 leads to the pressure at the working port 13 of the main valve device RV being modulated depending on the pneumatic control pressure present at the first pneumatic control port 12 and / or the second pneumatic control port 17.

[0065] The pneumatic control line 8 can also be ventilated by means of a pneumatic inlet valve device 18, which is connected to the module supply connection 11 via a first inlet 35 and to the pneumatic control line 8 via a first outlet 36, as well as to a first pneumatic control inlet 19 of the inlet valve device 18, a first throttle 20 being arranged between the first inlet 35 and the module supply connection 11. Furthermore, the pneumatic control line 8 can be vented by means of a pneumatic outlet valve device 23, which is connected to the pneumatic control line 8 via a second inlet 24 and to a second pneumatic control inlet 26 of the outlet valve device 23, and to the module vent 3 via a second outlet 25, a second throttle 27 being arranged between the module vent 3 and the second outlet 25.

[0066] For example, the pneumatic inlet valve device 18 can be formed by a first 2 / 2-way valve pneumatically controlled at the first pneumatic control input 19, having a blocking position in which the first input 35 is separated from the first output 36, and having a flow-through position in which the first input 35 is connected to the first output 36. The pneumatic inlet valve device 18 or the first 2 / 2-way valve is designed, for example, to assume the blocking position when the first pneumatic control input 19 is vented and the flow-through position when the first pneumatic control input 19 is vented.

[0067] The pneumatic outlet valve device 23 also has, for example, a second 2 / 2-way valve pneumatically controlled at the second pneumatic control input 26, with a blocking position in which the second input 24 is separated from the second output 25, and with a passing position in which the second input 24 is connected to the second output 25. The pneumatic outlet valve device 23 or the second 2 / 2-way valve is designed, for example, to assume the passing position when the second pneumatic control input 26 is vented and the blocking position when the second pneumatic control input 26 is vented.

[0068] The pneumatic inlet valve device 18 and the pneumatic outlet valve device 23 are therefore designed to be pneumatically controlled in opposite directions with respect to the blocking position and the passage position by the control pressure prevailing in the pneumatic control line 8. This behavior of the pneumatic inlet valve device 18 and the pneumatic outlet valve device 23 can be realized in particular by an opposing spring preload.

[0069] If the pneumatic control line 8 is then vented, for example, whether intentionally, for example as a result of a corresponding electrical control by the electropneumatic pilot control device 5 (the electropneumatic inlet valve EV is closed and the electropneumatic outlet valve AV is opened), or unintentionally, for example due to a leak in the electropneumatic control line 8, the pneumatic inlet valve device 18 switches to the blocking position due to the low control pressure at the first pneumatic control input 19, which prevents compressed air from being pumped into the pneumatic control line 8 from the module supply connection 11. However, the pneumatically counter-controlled outlet valve device 23 then switches to the open position, thereby stabilizing the venting of the pneumatic control line 8.The low pressure in the pneumatic control line 8 then controls, in particular in a feedback manner, the first pneumatic control input 19 and the second pneumatic control input 26 such that the inlet valve device 18 and the outlet valve device 23 stably assume the respective switching positions mentioned above.

[0070] If, however, the pneumatic control line 8 is or is ventilated, for example, intentionally, for example as a result of a corresponding electrical control by the electropneumatic pilot control device 5 (the electropneumatic inlet valve EV is opened and the electropneumatic outlet valve AV is closed), then the inlet valve device 18 switches to the open position due to the high control pressure at the first pneumatic control input 19, whereby the ventilation of the pneumatic control line 8 is stabilized, but the outlet valve device 23 switches to the closed position, which prevents the pneumatic control line 8 from being vented.The high pressure in the control line 8 then controls, in particular in a feedback manner, the first pneumatic control input 19 of the inlet valve device 18 and the second pneumatic control input 26 of the outlet valve device 23 such that the two valve devices 18, 23 stably assume the respective switching positions mentioned above.

[0071] In the second embodiment of Fig. 3, an additional pneumatic control of the pneumatic inlet valve device 18 is provided at a fifth pneumatic control input 28. A control pressure at the fifth pneumatic control input 28 of the pneumatic inlet valve device 18 acts oppositely or in the opposite direction to a control pressure at the first pneumatic control input 19 and, for example, supports the effect of the spring preload of the pneumatic inlet valve device 18 toward the locking position. The fifth pneumatic control input 28 is connected to a pneumatic parking brake connection 43 on the housing 2 of the trailer control module 1, into which a pneumatic control pressure (parking brake pressure) is fed, which here is generated, for example, by the electropneumatic parking brake module of the towing vehicle as parking brake pressure.

[0072] Connected between the module supply connection 11 and, on the one hand, the supply connection 14 of the main control valve device RV and, on the other hand, the trailer supply connection 21, is a valve device 30, which is pneumatically controlled at a third pneumatic control input 29 by the control pressure in the pneumatic control line 8. This valve device is designed here, in particular, as a double pneumatically controllable 2 / 2-way valve. Depending on the control pressure in the control line 8, the valve device 30 can then be switched between an unthrottled passage position and a passage position throttled by a third throttle 31. Furthermore, the pneumatically controlled valve device 30 can be spring-loaded into the throttled passage position.An inlet 32 ​​of the valve device 30 is connected to the module supply connection 11, and an outlet 33 is connected, on the one hand, to the supply connection 14 of the main control valve device RV and, on the other hand, to the trailer supply connection 21. Furthermore, the outlet 33 is connected to a fourth pneumatic control inlet 34 of the valve device 30. The valve device 30 is, for example, spring-loaded into the throttled passage position and is designed such that it is switched to the unthrottled passage position or the throttled passage position depending, on the one hand, on the control pressure present at the third pneumatic control inlet 29 in the pneumatic control line 8 and, on the other hand, on the supply pressure present at the fourth pneumatic control inlet 34.

[0073] The trailer control module 1 therefore forms a component of the electropneumatic braking system of the towing vehicle designed to pull a trailer, here, for example, a component of an electronically controlled braking system (EBS). A data bus, to which the EBS control unit and at least one further electronic control unit are also connected, can preferably be connected to the electrical control connection 4 in order to feed control signals into the electronic control unit (ECU) of the trailer control module 1, which then controls the trailer braking pressure at the trailer control connection 22 depending on the control signals.

[0074] Furthermore, a "brake" coupling head of the towing vehicle is connected to the trailer control port 22, and a "supply" coupling head of the towing vehicle is connected to the trailer supply port 21. A trailer brake line then connected to the "brake" coupling head connects the "brake" coupling head to the trailer's service brakes, which here are formed by active pneumatic service brake cylinders of the trailer. These service brakes of the trailer are applied when the "brake" coupling head is pressurized and released when the "brake" coupling head is vented. Furthermore, a trailer supply line connected to the "supply" coupling head connects the "supply" coupling head, for example, to a compressed air supply of the trailer.

[0075] With this in mind, the functionality of trailer control module 1 is as follows.

[0076] In normal operation with electrical primary control of the trailer control module 1, for example in the “Drive” state in the basic position, the inlet valve EV and the outlet valve AV are de-energized, so that they each return to their Fig. 1. If an electrical service brake request signal, for example from the EBS control unit of the electronic brake pressure controlled braking system (EBS), is then fed into the electrical control connection 4 of the trailer control module 1 by actuation of the brake value sensor, this service brake request signal also represents a value for a target trailer brake pressure with which the trailer service brakes are to be applied.

[0077] The service brake request signals are processed in the preferably integrated electronic control unit (ECU), which then, based on the service brake request signals, energizes the inlet valve EV, which then switches to its open position, thereby allowing compressed air from the module supply connection 11 to flow into the pneumatic control line 8. This pneumatic control line 8 pneumatically controls the main valve device RV at the first pneumatic control connection 12 in such a way that it modulates, for example, a volume-amplified actual trailer pressure from the supply pressure present at the module supply connection 11. This pressure is then fed via the trailer control connection 22 and the "brake" coupling head into the trailer's service brakes, which then apply them. The outlet valve AV, on the other hand, is not energized and remains in its closed position, so that the pneumatic control line 8 cannot be vented.The actual trailer pressure is measured by the pressure sensor 16 and this controls a pressure sensor signal corresponding to the actual trailer pressure into the electronic control unit ECU of the trailer control module 1, which adjusts the actual trailer pressure to the target trailer pressure specified by the service brake request signal.

[0078] Conversely, if during normal operation with electrical primary control of the trailer control module 1 the driver takes his foot off a brake pedal actuating the brake signal sensor to release the service brake, the inlet valve EV is closed and the outlet valve AV is opened due to the then changing brake request signal, so that the control pressure in the pneumatic control line 8 is reduced via the module vent 3. As a result, the trailer brake pressure controlled by the main valve device RV also decreases, which is why the trailer brakes are then released.

[0079] Similarly, in the normal case with primary electrical control of the trailer control module 1, the inlet valve EV and the outlet valve AV are controlled on the basis of the electrical parking brake request signal then fed into the electrical control connection 4 when the parking brake actuator is actuated to the "Park" position to apply the trailer's service brakes and to the "Drive" position to release the trailer's service brakes. In the "Test Function" position, the parking brake actuator sends a brake release signal to the electronic control unit (ECU), whereupon the electronic control unit (ECU) energizes the outlet valve AV and de-energizes the inlet valve in order to release the trailer's service brakes, while the parking brakes of the towing vehicle remain or are applied.

[0080] After the outlet valve AV has vented the first pneumatic control port 12 of the main valve device RV in order to release the service brakes of the trailer as described above (state "drive"), it is assumed here, for example, that the primary electrical control of the trailer control module 1 fails, for example as a result of a failure or error of the electronic control unit ECU of the trailer control module 1 or as a result of a failure of its power supply. Then, as in Fig. 1, the electromagnetic outlet valve AV is de-energized and spring-loaded from the through position to the blocking position, whereby the low pressure in the pneumatic control line 8 is locked, which leads to the pneumatic outlet valve device 23 controlled by the low pressure in the pneumatic control line 8 from the blocking position to the through position of Fig. 1 switches, whereby both the first pneumatic control connection 12 of the main valve device RV and the third pneumatic control input 29 of the valve device 30 are connected to the module vent 3 via the second throttle 27. This ensures that the service brakes of the trailer connected to the trailer control connection 22 are kept stably vented (stable venting) and, on the other hand, that the valve device 30 continues to make the supply pressure present at the module supply connection 11 available at the trailer supply connection 21 unthrottled because it is switched to the unthrottled through position by the full supply pressure present at the fourth pneumatic control input 34.

[0081] On the other hand, if it is assumed that after the inlet valve EV has ventilated the first pneumatic control port 12 of the main valve device 30 in order to apply the service brakes of the trailer as described above (“Parking” state), the primary electrical control of the trailer control module 1 fails, for example as a result of a failure or error of the electronic control unit ECU of the trailer control module 1 or a failure of its power supply, then as in Fig. 2, the then de-energized electromagnetic inlet valve EV is spring-loaded from the open position to the closed position. This locks the high pressure in the pneumatic control line 8, which leads to the pneumatic inlet valve device 18 being moved from the closed position to the open position of Fig. 2 switches, whereby both the first pneumatic control connection 12 of the main valve device RV and the third pneumatic control input 29 of the valve device 30 are connected to the module supply connection 11 via the first throttle 20 in order to keep the service brakes of the trailer ventilated via the trailer control connection 22 (stable ventilation) and, on the other hand, to continue to make the supply pressure available unthrottled at the trailer supply connection 21 because the full supply pressure is present at the fourth pneumatic control input 34 of the valve device 30.

[0082] The Fig. The de-energized and thus closed state (blocking position) of the electromagnetic inlet valve EV and the electromagnetic outlet valve AV shown in Figure 1 is present in the “Parking” state, in the event of a power failure or electrical fault, or in the “Drive” state as long as no braking is applied.

[0083] When executing Fig. 3 with the additional retaining valve BU, in the event of a failure of the primary electrical control of the trailer control module 1, both the first pneumatic control connection 12 of the main valve device RV and the third pneumatic control input 29 of the valve device 30 are closed as above. Fig. 1 or to Fig. 2 described kept ventilated or vented (stable venting or stable ventilation).

[0084] In addition, in the event of a failure of the primary electrical control of the trailer control module 1 in the sense of a secondary pneumatic control, the second pneumatic control connection 17 of the main valve device RV can be ventilated via the retaining valve BU, which is switched to the non-energized through position, by the pneumatic control pressure of the brake signal transmitter FBM at the pneumatic module control connection 42 in order to ventilate the trailer control connection 22 and thereby apply the service brakes of the trailer by actuating the service brake signal transmitter.

[0085] Also, as in Fig. 3, the pneumatic inlet valve device 18 is switched to the blocking position (closed) at the fifth control input 28 by the pneumatic control pressure (parking brake pressure) at the pneumatic parking brake connection 43, through which the spring-loaded brake in the towing vehicle is released, for example, and then represents a release pressure, in order to prevent the main valve device 30 at the first control connection 12 from being pneumatically controlled for ventilation. As a result, the pneumatic inlet valve device 18 is held in the blocking position (closed) as long as the parking brake of the towing vehicle is released and the towing vehicle is not yet in the "parked" state.

[0086] Only when the parking brake of the towing vehicle is applied (“Parking” state is reached), which results in venting of the pneumatic parking brake connection 43 and the fifth pneumatic control input 28 of the pneumatic inlet valve device 18, is it possible for the pneumatic inlet valve device 18 to switch from the blocking position to the open position, thereby establishing the stable “Parking” state of the trailer.

[0087] When executing Fig. 4 with the additional retaining valve BU, in the event of a failure of the primary electrical control of the trailer control module 1, both the first pneumatic control connection 12 of the main valve device RV and the third pneumatic control input 29 of the valve device 30 can be used as described above. Fig. 1 or to Fig. 2. Furthermore, the second pneumatic control port 17 of the main valve device RV can be controlled via the retaining valve BU, which is switched to the non-energized through position, by the pneumatic control pressure of the brake signal transmitter present at the pneumatic module control port 42 in order to be able to apply the service brakes of the trailer by actuating the brake signal transmitter.

[0088] Last but not least, the operation of the valve device 30 connected in the supply line between the module supply connection 11 and the trailer supply connection 21 is as follows: It is assumed that the electropneumatic pilot control device 5 is controlled as part of the primary electrical control of the trailer control module 1, for example, to ventilate the trailer control connection 22 in order to thereby apply the trailer's service brakes. Due to the high control pressure in the pneumatic control line 8 and consequently also at the third pneumatic control input 29, the valve device 30 is located in the Fig. 1 to 4 shown unthrottled passage position.

[0089] If, for example, a leak occurs in the trailer control line connected to the “Brake” coupling head, the pressure at both the trailer control port 22 and the trailer supply port 21 drops as a result of the compressed air consumption at the trailer control port 22 caused by the leak.

[0090] The valve device 30 then switches due to the drop in the supply pressure, which acts as pneumatic control pressure at the fourth pneumatic control input 34, into the Fig. 5. As a result, only a small volume flow of compressed air can pass through the valve device 30 to the trailer supply connection 21 due to the third throttle 31, so that the trailer supply connection 21 is also vented. This automatically applies the trailer's service brakes.

[0091] One in Fig. The fourth embodiment of the electropneumatic trailer control module 1 shown in Figure 6 is based on the first embodiment of Fig. 1 and differs from it in the arrangement of the chokes. In Fig. 6, a fourth throttle 37 is arranged between the first outlet 36 of the inlet valve device 18 and the first pneumatic control inlet 19 of the inlet valve device 18 and the pneumatic control line 8, and that a fifth throttle 38 is arranged between the second inlet of the outlet valve device 23 and the second pneumatic control connection of the outlet valve device 23 and the pneumatic control line 8.

[0092] One in Fig. The fifth embodiment of the electropneumatic trailer control module 1 shown in Figure 7 is also based on the first embodiment of Fig. 1 and also differs from it in the arrangement of the throttles. There, the first output 36 of the inlet valve device 18 and the second input 24 of the outlet valve device 23 are connected to the pneumatic control line 8 via a sixth throttle 39.

[0093] The related to Fig. 1 in Fig. 6 and in Fig. However, the modified arrangement of the throttles 37, 38 and 39 in FIG. 7 does not change the effects described above in relation to the first and second throttles 20, 27, so that these can be used in the embodiments of Fig. 6 and Fig. 7 also occur. List of reference symbols EBS electronic brake pressure controlled braking system ECU electronic control unit EV electropneumatic inlet valve AV electropneumatic outlet valve BU retaining valve RV main valve assembly 1 trailer control module 2 housings 3 Module ventilation 4 electrical control connection 5 Pilot control device 6 Inlet valve inlet (third inlet) 7 Inlet valve outlet (third outlet) 8 pneumatic control line 9 Exhaust valve outlet (fourth outlet) 10 Exhaust valve inlet (fourth inlet) 11 Module supply connection 12 first pneumatic control connection 13 Working connection 14 Supply connection 15 Vent connection 16 Pressure sensor 17 second pneumatic control connection 18 Intake valve direction 19 first pneumatic control input 20 first throttle 21 Trailer supply connection 22 Trailer control connection 23 Exhaust valve assembly 24 second entrance 25 second exit 26 second pneumatic control input 27 second throttle 28 fifth pneumatic control input 29 third pneumatic control input 30 Valve device 31 third throttle 32 Entrance 33 Exit 34 fourth pneumatic control input 35 first entrance 36 first exit 37 fourth throttle 38 fifth throttle 39 sixth throttle 42 pneumatic module control connection 43 pneumatic parking brake connection QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] DE 10 2005 051 686 A1

[0002]

Claims

[1] Electropneumatic trailer control module (1), in particular bistable trailer control module of an electropneumatic braking system of a towing vehicle of a towing vehicle-trailer combination, comprising at least: a) A housing (2) b) a trailer control connection (22) formed on the housing (2), which is designed and configured to control a brake pressure for a trailer, c) a trailer supply connection (21) formed on the housing (2), which is designed and configured to control a supply pressure for the trailer, d) a module supply connection (11) formed on the housing (2), which is configured and designed for controlling a supply pressure, e) a module vent (3) formed on the housing (2), which is designed and configured to release compressed air into a pressure sink, f) a pneumatically controlled main valve assembly (RV) arranged in the housing (2) with a first pneumatic control port (12), a working port (13) which is connected or connectable to the trailer control port (22), and with a supply port (14) which is connected or connectable to the module supply port (11), and with a vent port (15) which is connected or connectable to the module vent (3), g) an electropneumatic pilot control device (5, EV, AV) arranged in the housing (2), which is configured and designed for pressurizing and venting a pneumatic control line (8) which is at least temporarily connected to the first pneumatic control port (12) of the main valve assembly (RV), characterized by , that h) the pneumatic control line (8) further h1) can be vented by means of a pneumatic inlet valve device (18) which is connected or connectable to a first input (35) to the module supply connection (11) and which is connected or connectable to a first output (36) to the pneumatic control line (8) and to a first pneumatic control input (19), and h2) can be vented by means of a pneumatic outlet valve device (23) which is connected or connectable to a second inlet (24) and to a second pneumatic control inlet (26) to the pneumatic control line (8) and which is connected or connectable to a second outlet (25) to the module vent (3). [2] Trailer control module according to claim 1, characterized by , that a) the pneumatic inlet valve assembly (18) comprises a first directional control valve pneumatically controlled at the first pneumatic control input (19), with a closed position in which the first input (35) is separated from the first output (36), and with a flow position in which the first input (35) is connected to the first output (36), wherein the first directional control valve is configured to assume the closed position or the flow position depending on whether the first pneumatic control input (19) is vented or vented. b) the pneumatic outlet valve assembly (23) comprises a second directional control valve pneumatically controlled at the second pneumatic control input (26), with a closed position in which the second input (24) is separated from the second output (25), and with a flow position in which the second input (24) is connected to the second output (25), wherein the second directional control valve is configured to assume the flow position or the closed position depending on whether the second pneumatic control input (26) is vented or aerated. [3] Trailer control module according to claim 1 or 2, characterized by , that it further includes an electronic control unit (ECU) which is designed and configured to control the electropneumatic pilot control device (5, EV, AV). [4] Trailer control module according to claim 3, characterized by, that the electronic control unit (ECU) is arranged in the housing (2) and is connected to an electrical control terminal (4) of the housing (2). [5] Trailer control module according to any one of the preceding claims, characterized by , that the electropneumatic pilot control device (5, EV, AV) comprises an inlet-outlet solenoid valve combination, with c) an inlet solenoid valve (EV) designed as a 2 / 2-way solenoid valve, of which a third inlet (6) is connected or connectable to the module supply connection (11) and a third outlet (7) is connected or connectable to the pneumatic control line (8), and with d) an outlet solenoid valve (AV) designed as a 2 / 2-way solenoid valve, of which a fourth inlet (10) is connected or connectable to the pneumatic control line (8) and a fourth outlet (9) is connected or connectable to the module vent. [6] Trailer control module according to any one of the preceding claims, characterized bythat the main valve assembly (RV) includes a relay valve and / or a trailer control valve. [7] Trailer control module according to any one of the preceding claims, characterized by , that a valve device (30) is arranged between the module supply port (11) and the trailer supply port (21) of the housing (2), which has a third pneumatic control input (29) connected to the pneumatic control line (8) and a fourth pneumatic control input (34) connected to the trailer supply port (21), and at least two switching positions: d) a first switching position in which the valve assembly (30) connects the module supply port (11) and the supply port (14) of the main valve assembly (RV) to the trailer supply port (21) without restriction, and e) a second switching position in which the valve assembly (30) connects the module supply port (11) and the supply port (14) of the main valve assembly (RV) to the trailer supply port (21) by means of a throttle (31), wherein f) the valve assembly (30) is designed such that it is actuated in opposite directions by the control pressure at the third pneumatic control input (29) and by the control pressure at the fourth pneumatic control input (34) and switches either to the first switching position or to the second switching position depending on these control pressures. [8] Trailer control module according to any one of the preceding claims, characterized by , that it comprises an electropneumatic monostable check valve (BU) which is connected on the inlet side to a pneumatic module control port (42) of the housing (2) and on the outlet side to a second pneumatic control port (17) of the main valve assembly (RV). [9] Trailer control module according to claim 8, characterized by , that the electropneumatic check valve (BU) is electrically controlled by the electronic control unit (ECU) and is designed to block a connection between the pneumatic module control port (42) and the second pneumatic control port (17) of the main valve assembly (RV) when energized and to open this connection when de-energized. [10] Trailer control module according to claim 8 or 9, characterized by , that the main valve assembly (RV) is set up and designed to vent the trailer control port (22) when d) only the first pneumatic control port (12) is vented, or e) only the second pneumatic control port (17) is vented, or in particular if f) the first pneumatic control port (12) and the second pneumatic control port (17) are vented. [11] Trailer control module according to any one of the preceding claims, characterized by , that the housing (2) has a pneumatic parking brake connection (43) which is provided for controlling a parking brake pressure controlled by a parking brake device and which is connected or connectable to a fifth pneumatic control input (28) of the pneumatic inlet valve device (18), wherein the pneumatic inlet valve device (18) is designed to be controlled in opposite directions by the parking brake pressure at the fifth pneumatic control input (28) and by the control pressure at the first pneumatic control input (19). [12] Trailer control module according to any one of the preceding claims, characterized by , that a) a first choke (20) is arranged between the first inlet (35) of the inlet valve assembly (18) and the module supply connection (11), and that b) at least one second throttle (27) is arranged between the module vent (3) and the second outlet (25) of the outlet valve assembly (23). [13] Trailer control module according to any one of claims 1 to 11, characterized by , that a) between the first output (36) of the inlet valve assembly (18) and the first pneumatic control input (19) of the inlet valve assembly (18) on the one hand, and between the first output (36) of the inlet valve assembly (18) and the pneumatic control line (8) on the other hand, at least one first throttle (37) is arranged, and that b) at least one second throttle (38) is arranged between the second inlet (24) of the outlet valve assembly (23) and the second pneumatic control port (26) of the outlet valve assembly (23) on the one hand, and between the second inlet (24) of the outlet valve assembly (23) and the pneumatic control line (8) on the other hand. [14] Trailer control module according to any one of claims 1 to 11, characterized by , that the first outlet (36) of the inlet valve assembly (18) and the second inlet (24) of the outlet valve assembly (23) are connected or connectable to the pneumatic control line (8) via at least one throttle (39). [15] Electropneumatic braking device of a towing vehicle of a towing vehicle-trailer combination, comprising at least one electropneumatic trailer control module (1) according to one of the preceding claims, wherein a) at least one compressed air reservoir at the module supply connection (11), and b) a coupling head ‘brake’ of the towing vehicle is connected to the trailer control connection (22), and d) a coupling head ‘supply’ of the towing vehicle is connected to the trailer supply connection (21). [16] Electropneumatic braking device according to claim 15 and according to claim 3 or 4, characterized bythat it includes at least one electronic control system, which a) with the electrical control connection (4), or b) is connected to the electronic control unit (ECU), c) to input electrical control signals into the electronic control unit (ECU). [17] Electropneumatic braking device according to claim 15 or 16 and according to claim 11, characterized by , that it has an electropneumatic parking brake module which is designed and configured to generate a parking brake pressure for controlling a parking brake, which is fed into the pneumatic parking brake connection (43). [18] Electropneumatic braking device according to claim 17, characterized by , that the electropneumatic trailer control module and the electropneumatic parking brake module are combined in one unit. [19] Tractor unit of a tractor unit-trailer combination with an electropneumatic braking device according to one of claims 15 to 18.

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