Electronically controlled pneumatic braking system and method for controlling an electronically controlled pneumatic braking system

Description

[0001] The invention relates to an electronically controlled pneumatic braking system with an electropneumatic parking brake arrangement with spring-loaded brakes on a rear axle and another axle of a vehicle, in particular a commercial vehicle, having a parking brake module comprising a supply connection for connecting a compressed air supply, a first spring-loaded connection, an electropneumatic valve unit with at least one electropneumatic valve for controlling a spring-loaded brake pressure at the first spring-loaded connection, and an electronic control unit for receiving parking brake signals from an electronic parking brake switch and / or a higher-level control unit. The invention further relates to a method for controlling an electronically controlled pneumatic braking system.

[0002] Spring-loaded brakes can be used as parking brakes and feature a spring-loaded brake actuator that applies the brake without pressure, so that the vehicle is braked accordingly in the event of a loss of pressure. To release the spring-loaded brakes, compressed air is applied, so that the spring-loaded brakes are released against the force of the spring.

[0003] As a rule, such electropneumatic parking brake modules therefore have a supply connection for connecting a compressed air supply and at least one spring-loaded brake cylinder connection for connecting at least one spring-loaded brake cylinder. It is conceivable, and often implemented, that all spring-loaded brake cylinders of the commercial vehicle, in particular the railcar of a railcar-trailer combination, are connected to a single spring-loaded brake cylinder connection of the electropneumatic parking brake module. It is also possible to provide separate connections for these.

[0004] Such a generic electropneumatic parking brake module is disclosed, for example, in DE 103 36 611 A1. The parking brake module disclosed therein has a relay valve coupled to a pilot control unit that connects a control input of the relay valve to the supply connection via an electrically switched 2 / 2-way valve and a bistable 3 / 2-way valve. The electrically controlled 2 / 2-way valve is used for pulsed venting of the control input in order to use the spring brakes for auxiliary braking or additional braking. The bistable 3 / 2-way valve is used to maintain a pressurized or vented state of the control input of a relay valve in order to maintain the state of the spring brakes. During driving, a pressure should be continuously applied to the spring brake connection so that the spring brake cylinders are released.However, when the vehicle is parked, the spring brake cylinders should be applied, i.e. vented.

[0005] If spring brakes are provided not only on the rear axle, but also on the other axle, e.g. front axle, and the spring brakes on both the rear axle and the other axle are to be used for auxiliary braking or additional braking, the problem arises that over-braking occurs on the other axle, in particular if the spring brakes on the rear axle are used in the event of a fault in the rear axle service brake control.

[0006] EP 1 538 054 A1 discloses a system having at least one service brake circuit for at least one of the wheels on at least one wheel axle, wherein the service brake circuit can be loaded by a first fluid under a first pressure. The system further comprises a parking brake device with at least one parking brake circuit for each of the road wheels of the at least one wheel axle, wherein the parking brake circuit can be relieved of the restoring force of at least one resilient element by a second fluid under a second pressure, wherein a control means is provided for preventing the locking of at least one of the road wheels as a result of a pressure drop in the parking brake circuit while the motor vehicle is driving.The control means for preventing a locking condition acts on a shuttle valve, one input of which is connected to an output of the control means assigned to the service brake circuit on only one side of the vehicle, and another input of which is connected to the parking brake circuit. The shuttle valve is designed such that fluid from a supply line for the service brake circuit can also be supplied to the parking brake circuit when the pressure in the parking brake circuit is lower than the pressure in the service brake circuit. This can prevent spring-loaded brakes on another axle, such as a front or additional axle, from applying when the parking brake circuit vents the spring-loaded brakes on the rear axle.

[0007] DE 199 42 533 A1 also discloses a parking brake device for vehicles, which has an actuating element for actuating wheel brakes. The parking brake device has an anti-lock control device, which controls the wheel brakes depending on the speed of the wheels to be subjected to a parking brake force by the wheel brakes, as detected by a sensor, in such a way that wheel locking is prevented. This system therefore uses sensors that measure the speed and can thus detect wheel locking. However, it is problematic that, depending on the error that occurs, such sensors may no longer be able to be read.

[0008] DE102010054711A1 describes a vehicle with an air suspension system that enables lifting and lowering movements of the vehicle body on multiple axles, as well as a parking brake system that allows selective release of at least one axle parking brake device on at least one vehicle axle when the vehicle is stationary, thus preventing vehicle distortion during lifting or lowering movements of the air suspension system when the parking brake system is activated. At least one parking brake valve is provided.

[0009] DE102017006423A1 discloses a vehicle parking brake system and a method for controlling the same, wherein the vehicle parking brake system comprises a front parking brake circuit, a rear parking brake circuit, and an air supply system arranged to supply compressed air to the respective parking brake circuit. The front parking brake circuit comprises pneumatic front braking means for the wheels of at least one front axle, and the rear parking brake circuit comprises pneumatic rear braking means for the wheels of at least one rear axle. The front parking brake circuit comprises a valve unit adapted to regulate the air pressure supplied to the front braking means to be lower than the air pressure supplied to the rear braking means.

[0010] The object of the present invention is to provide an electronically controlled pneumatic braking system with an electropneumatic parking brake arrangement of the type mentioned above, by means of which at least a basic anti-lock device can be implemented, which can continue to ensure the stability of the vehicle in the event of a fault.

[0011] This object is achieved in a first aspect by an electronically controlled pneumatic braking system according to claim 1.

[0012] The invention is based on the finding that if not only the rear axle of the vehicle is equipped with spring-loaded brakes, but also at least one other axle, such as in particular a front axle and / or additional axle, the venting of the spring-loaded brakes on this at least one other axle should be avoided if the spring-loaded brakes of the rear axle are used for additional and / or auxiliary braking, but at the same time redundant control of the service brakes of the front axle or regular control of the service brakes of the other axle takes place. This means that only in the case where a rear axle service brake control is faulty and the spring-loaded brakes of the rear axle perform this task redundantly should the spring-loaded brakes of the at least one other axle (front axle and / or additional axle) remain vented to prevent them from being applied.For this purpose, the shut-off valve is provided, which in this case, based on a shut-off signal provided by the parking brake module, shuts off the second spring-loaded connection, preventing it from being vented via the parking brake module. This increases the vehicle's stability.

[0013] The additional axle is preferably a front axle and / or auxiliary axle. Spring-loaded brakes may be provided, particularly on such axles, and engaging them, i.e., releasing them, can, in certain situations, lead to the axle locking and thus to vehicle instability.

[0014] According to the invention, the electronic control unit is designed to receive a parking brake signal for redundantly controlling the rear axle and the additional axle, and in this case, to provide the shut-off signal to the shut-off valve. The electronic control unit preferably receives the parking brake signal via a vehicle bus and / or via a direct line between the electronic control unit and another electronic control unit of another module, such as, in particular, a central module, a module for autonomous driving, or an axle modulator of the rear axle.

[0015] In a first embodiment, the spring-loaded brakes of the rear axle can also be connected to the first spring-loaded connection. In practice, parking brake modules are found that have a single spring-loaded connection, to which a T-piece is then connected, with a first outlet serving the rear axle and the second outlet serving another axle. A first connection of the T-piece is then connected to the first spring-loaded connection, a second connection of the T-piece to the shut-off valve, and a third connection of the T-piece forms a third spring-loaded connection for the spring-loaded brakes of the rear axle.

[0016] However, it can also be provided that the parking brake module itself has two connections, namely the first spring-loaded connection and a separate rear axle connection for the spring-loaded brakes of the rear axle. In this case, two different spring-loaded brake pressures, namely a first spring-loaded brake pressure and a second spring-loaded brake pressure, can be controlled. The first spring-loaded brake pressure and the second spring-loaded brake pressure are preferably identical. Depending on the design of the parking brake module, it can also be provided that the first spring-loaded brake pressure and the second spring-loaded brake pressure are different, or even independent of each other.

[0017] In a preferred embodiment, the shut-off valve is electromagnetically switchable, and the shut-off signal is an electronic signal provided by the electronic control unit. In certain embodiments, the shut-off signal can also be a pneumatic signal, but preferably it is an electronic signal. The electronic control unit of the electropneumatic parking brake arrangement can be integrated with the parking brake module and, in particular, can be the electronic control unit of the parking brake module. Preferably, the electronic control unit is coupled to a central module or the like via a vehicle bus or an alternative communication interface, so that the electronic control unit is also provided to receive signals that represent, for example, a fault in the rear axle service brake control.Based on this, the electronic control unit can then provide the shut-off signal.

[0018] The shut-off valve preferably has a first switching position in which the spring-loaded brake pressure can be passed through to the spring-loaded brakes of the additional axle, and a second switching position in which the spring-loaded brakes of the additional axle remain ventilated regardless of the spring-loaded brake pressure. In this case, the spring-loaded brake pressure is not passed on to the spring-loaded brakes of the at least one additional axle, and the spring-loaded brakes of the additional axle remain ventilated regardless of the spring-loaded brake pressure. Application of the spring-loaded brakes of the at least one additional axle is prevented. In one variant, it is preferably provided that the shut-off valve is designed to control a supply pressure to the spring-loaded brakes of the additional axle in the second switching position. This can ensure that the spring-loaded brakes of the additional axle remain released, i.e. remain ventilated.

[0019] In this case, the shut-off valve is preferably designed as a 3 / 2-way valve. It preferably has a first 3 / 2-way valve connection connected to the first spring-loaded connection, a second 3 / 2-way valve connection forming or connected to the second spring-loaded connection, and a third 3 / 2-way valve connection connected or connectable to the compressed air supply or a compressed air reservoir. In a first switching position, the first 3 / 2-way valve connection is preferably connected to the second 3 / 2-way valve connection, and in the second switching position, the second 3 / 2-way valve connection is connected to the third 3 / 2-way valve connection. In the first switching position, the spring-loaded brake pressure is therefore controlled at the second spring-loaded connection, while in the second switching position, the supply pressure from the compressed air supply or a compressed air supply is controlled at the second spring-loaded connection.

[0020] The 3 / 2-way valve can be integrated with the parking brake module, particularly in a common housing. However, it can also be arranged separately, particularly at a distance. Depending on the design of the overall braking system, one or the other variant has advantages.

[0021] In a further variant, this shut-off valve is designed to lock in the pressure of the spring-loaded brakes of the additional axle in the second switching position. In this case, no additional supply pressure is applied to the spring-loaded brakes of at least one additional axle; instead, the already existing pressure of the spring-loaded brakes is simply locked in, thus preventing the spring-loaded brakes from being vented. This variant is structurally simpler but has the disadvantage that it is not possible to supply additional air for further venting of the spring-loaded brakes of the additional axle.

[0022] In this case, the shut-off valve is preferably designed as a 2 / 2-way valve. It preferably has a first 2 / 2-way valve connection connected to the shut-off valve connection and a second 2 / 2-way valve connection forming the second spring-loaded connection. In the first switching position, the first 2 / 2-way valve connection is connected to the second 2 / 2-way valve connection, and in the second switching position, the first 2 / 2-way valve connection and the second 2 / 2-way valve connection are separated.

[0023] Both the 3 / 2-way valve and the 2 / 2-way valve are preferably de-energized in their first switching positions, so that the spring-loaded brake pressure can be controlled at the second spring-loaded connection without power. This further increases safety.

[0024] Furthermore, it is preferred that the electronic control unit is configured to not output the locking signal when a parking brake signal from the electronic parking brake switch for engaging the parking brakes is received. In this case, regardless of whether a rear axle operating control is faulty or not, the vehicle should be shut down and parked, so that engaging the parking brakes, i.e., venting the spring brake cylinders, both of the rear axle and of the at least one other axle, is preferred. For this reason, it is preferred that when the vehicle driver actuates the parking brake switch, the electronic control unit prevents the activation of the locking signal.

[0025] Furthermore, the electronic control unit is preferably designed to provide the shut-off signal to the shut-off valve when a parking brake signal from the electronic parking brake switch for releasing the parking brakes is received. This variant is particularly preferred if the shut-off valve is designed to control a supply pressure to the spring-loaded brakes of the additional axle in the second switching position. In this way, when the parking brakes are released by means of the electronic parking brake switch, additional supply pressure can be controlled directly to the spring-loaded brakes of at least one additional axle, bypassing the parking brake module only via the shut-off valve, in order to accelerate the release of the spring-loaded brakes of the additional axle. This can accelerate the release process overall.

[0026] In one variant, the shut-off valve is flanged to a housing of the electropneumatic parking brake module. The flange connection allows the corresponding connections to be directly connected, resulting in a structurally optimized design.

[0027] In a second aspect, the object mentioned at the outset is achieved by a method for controlling an electronically controlled pneumatic braking system according to the first aspect of the invention, comprising the steps of: receiving a redundant parking brake signal at the electronic control unit, wherein the redundant parking brake signal indicates or requests that a redundant control of service brakes of the further axle is carried out, and providing the shut-off signal to the shut-off valve.

[0028] The method preferably further comprises the steps of receiving a parking brake signal from an electronic parking brake switch for releasing spring-loaded brakes; and providing the shut-off signal to the shut-off valve for controlling the supply pressure at the second spring-loaded brake connection. In this way, the release of spring-loaded brakes on the other axle can be accelerated.

[0029] The arrangement, braking system and method described herein are particularly suitable for higher levels of automation (levels 2-5) or as an alternative redundancy concept in a 2e braking system (2e-BST).

[0030] Embodiments of the invention will now be described below with reference to the drawings. These are not necessarily intended to depict the embodiments to scale; rather, the drawings are presented in a schematic and / or slightly distorted form where this is useful for explanation. With regard to supplements to the teachings immediately apparent from the drawings, reference is made to the relevant prior art. It should be noted that numerous modifications and changes to the form and detail of an embodiment can be made without deviating from the scope of protection sought by the invention, as defined in the appended claims.

[0031] For the sake of simplicity, the same reference numerals are used below for identical or similar parts or parts with identical or similar functions.

[0032] Further advantages, features and details of the invention will become apparent from the following description of the preferred embodiments and from the drawings, which show: Fig. 1 shows a schematic representation of an electronic parking brake arrangement according to a first embodiment; Fig. 2 shows a schematic representation of an electronically controlled pneumatic brake system with an electropneumatic parking brake arrangement according to the first embodiment; and Fig. 3 shows an electronically controlled pneumatic brake system with an electropneumatic parking brake arrangement according to a second embodiment.

[0033] An electropneumatic parking brake assembly 1 has a supply connection 2 for connecting a compressed air supply 3, a first spring-loaded connection 4, and a second spring-loaded connection 5. Specifically, the supply connection 2 and the first spring-loaded connection 4 are formed on a parking brake module 100, which is part of the electropneumatic parking brake assembly 1.

[0034] The parking brake module 100 can be designed in a conventional manner, in particular as described in DE 103 36 611 A1, DE 10 2017 002 715 A1, DE 10 2017 006 356 A1 or DE 10 2017 007 780 A1. The parking brake module 100 is designed in a known manner and has an electronic control unit ECU and an electropneumatic valve unit 8. The electropneumatic valve unit 8 has at least one electronically switchable solenoid valve (not shown) and receives switching signals from the electronic control unit ECU, which cause the electropneumatic valve unit 8 to provide a spring-loaded brake pressure pF at the first spring-loaded connection 4 from the supply pressure pV provided at the supply connection 2.

[0035] In the embodiment shown here, the parking brake module 100 has only a single spring-loaded connection 4, to which a T-piece 14 is then connected. The first T-piece connection 14.1 is connected to the first spring-loaded connection 4, the second T-piece connection 14.2 is connected to the shut-off valve 10, and the third T-piece connection 14.3 forms a third spring-loaded connection 15, to which the spring-loaded brakes 6 of the rear axle HA can then be connected.

[0036] According to the invention, the electropneumatic parking brake arrangement 1 comprises a shut-off valve 10 which is connected to the first spring-loaded connection 4. Specifically, the shut-off valve 10 is in the Figur 1 In the embodiment shown, it is connected to the first spring-loaded brake connection 4 via the T-piece 14. The shut-off valve 10 receives the spring-loaded brake pressure pF and provides a regulated spring-loaded brake pressure pFB for controlling the slip of the wheels of one axle at a second spring-loaded brake connection 5, which is intended to be connected to spring-loaded brakes 7 of another axle VA, ZA. In particular, the shut-off valve 10 can directly form the second spring-loaded brake connection 5.

[0037] In the Fig.1 In the embodiment shown, the shut-off valve 10 is designed as a 3 / 2-way valve 11. It has a first 3 / 2-way valve connection 11.1, a second 3 / 2-way valve connection 11.2 and a third 3 / 2-way valve connection 11.3. In a first Fig. 1 In the switching position shown, the first 3 / 2-way valve connection 11.1 is connected to the second 3 / 2-way valve connection 11.2. In a second Fig. 1 In a switching position not shown, the third 3 / 2-way valve connection 11.3 is connected to the second 3 / 2-way valve connection 11.2. The 3 / 2-way valve 11 is preloaded in the first switching position when de-energized. The first 3 / 2-way valve connection 11.1 is connected to the first spring-loaded connection 4 via a first pneumatic line 16, so that the spring-loaded brake pressure pF is applied thereto. The second 3 / 2-way valve connection 11.2 is connected to the second spring-loaded connection 5, or forms this. The third 3 / 2-way valve connection 11.3 is connected to the compressed air supply 3 via a second pneumatic line 17, so that the supply pressure pV is applied to the third 3 / 2-way valve connection 11.3. This means that in the first switching position, the spring brake pressure pF is controlled by the shut-off valve 10, and in the second switching position, the supply pressure pV is applied to the second spring brake connection 5.

[0038] The electronic control unit ECU further has a first electrical connection 18 and a second electrical connection 20. The first electrical connection 18 is connected to a first electrical line 19, which can be designed as a BUS, for example. The second electrical connection 20 is connected to a second electrical line 21, which can also be designed as a BUS, for example a vehicle BUS. Via the first electrical line 19, the electronic control unit ECU receives a first parking brake signal S1, which is provided by a central unit or a unit for autonomous driving. Via the second electrical line 21, the electronic control unit ECU receives a redundant parking brake signal SR, which indicates that a rear axle service brake control is not functioning or is not functioning properly and that a redundant control of the rear axle HA is being carried out.Furthermore, the electronic control unit ECU receives a second parking brake signal S2 via the second electrical line 21, which is manually triggered by an electronic parking brake switch HCU.

[0039] While the first and second parking brake signals S1, S2 are used for the normal operation of the parking brake module 100 to control the spring brake pressure pF or to vent it, in order to thus release the parking brakes 6, 7 ( Figuren 2 , 3 ), a shut-off signal SA is triggered by the electronic control unit ECU based on the receipt of the redundant parking brake signal SR. This shut-off signal SA is provided to the shut-off valve 10, which is then Fig. 1 shown first switching position to the one shown in Fig. 1 not shown second switching position switches in order to control the supply pressure pV at the second spring-loaded connection 5.

[0040] The shut-off valve 10 is in Fig. 1 shown with a dashed line. This indicates that the shut-off valve 10 can also be integrated into the parking brake module 100. In this case, the second spring-loaded connection 5 would be an interface of the parking brake module 100. In one variant, the shut-off valve 10 can also be flanged to a housing of the parking brake module 100 or be provided remotely from it.

[0041] The Figuren 2 and 3 , two different embodiments of an electronically controlled pneumatic braking system 200 of a vehicle 202, namely a commercial vehicle 204. The commercial vehicle 204 has a rear axle HA and a front axle VA, which in this embodiment forms an additional axle. The additional axle can also be formed as an additional axle ZA, which, however, is not shown in this embodiment.

[0042] In addition to the parking brake module 100, the braking system 200 initially has first spring-loaded brakes 6 for the rear axle (HA) and second spring-loaded brakes 7 for the front axle (VA). Both the first spring-loaded brakes 6 and the second spring-loaded brakes 7 are provided in so-called triple-acting brake cylinders, which can also act as service brakes. The service brake part of the first spring-loaded brakes 6 is fed by a first brake circuit 102, which is connected to a compressed air supply 103. The service brake parts of the second spring-loaded brakes 7 in the front axle (VA) are fed by a second brake circuit 104, which is connected to a second compressed air supply 105. The parking brake circuit 106, which is also connected to the parking brake module 100, is fed by the compressed air supply 3, in this case the third compressed air supply 3.

[0043] To control the braking system 200, a central module 110 is provided, which is connected to a vehicle bus 112. Information and data are exchanged via the vehicle bus 112, in particular those originating from an autonomous driving unit 114, and in particular those that trigger signals for the service brakes. The parking brake module 100 is also connected to the vehicle bus 112 and receives, for example, the redundant parking brake signal SR via it.

[0044] A rear axle modulator 116 is provided to control the service brake pressure on the rear axle (HA), and a front axle modulator 118 is provided to control the service brake pressure on the front axle (VA). These are each connected to the central module 110 and are supplied with pneumatic pressure from the first compressed air supply 103 and the second compressed air supply 105, respectively. In a known manner, these control the application of corresponding wheel brake pressures to the service brakes of the corresponding front and rear axles (VA, HA) based on the receipt of corresponding signals from the central module 110.

[0045] The service brake pressures can be controlled via a brake pedal BST, which in this exemplary embodiment acts electrically and is connected to the central module 110. Furthermore, the braking system 200 has an electronic parking brake switch HCU, which is connected to the parking brake module 100 via electrical lines and provides the second parking brake signal S2 thereto. For redundant control of the front axle brake pressure, the braking system 200 in this exemplary embodiment has an electropneumatic redundancy module 120. This redundancy module 120 receives supply pressure pV from the second compressed air supply 105 via a third pneumatic line 122. The redundancy module 120 is connected to the brake pedal BST via a pneumatic redundancy control line 123 and receives a redundant brake pressure PR from it.Based on this, the redundancy module 120 provides a corresponding redundant brake control pressure pR2 via a fourth pneumatic line 124 to the front axle modulator 118, namely at a redundancy pressure connection 125 thereof. Based on this received redundant control pressure pR2, the front axle modulator 118 can control a front axle brake pressure to the service brakes of the front axle VA. At the same time, the redundancy module 120 provides corresponding signals to the parking brake module 100 via third electrical lines 126, which, based on this, reduces the spring-loaded brake pressure pF in order to redundantly brake the rear axle HA using the parking brakes 6. However, since the front axle VA also has spring-loaded brakes 7, these would also be braked if the spring-loaded brake pressure pF drops.

[0046] For this purpose, as already described above, the shut-off valve 10 is provided, which is connected between the parking brake module 100 and the spring-loaded brakes 7 of the front axle VA. In the case of redundancy, the shut-off valve 10 receives the shut-off signal SA from the parking brake module 100 via an electrical shut-off valve line 126, so that the shut-off valve 10 switches. In the Fig. 2 In the embodiment shown, the shut-off valve 10 is again designed as a 3 / 2-way valve 11, so that upon receipt of the shut-off signal SA, the supply pressure pV of the third compressed air supply 3 is provided to the spring-loaded brakes 7 of the front axle VA.

[0047] At the same time, however, the shut-off signal SA can also be provided when the commercial vehicle 204 is to be released from a stopped and parked state in which the spring-loaded brakes 6, 7 are engaged. In this case, the spring-loaded brakes 6, 7 must be ventilated. If, in the Fig. 2 shown embodiment then the shut-off signal SA is provided, the shut-off valve 10 switches to the second in Fig. 2 Switch position not shown, and the spring-loaded brakes 7 of the front axle VA are ventilated directly from the third compressed air reservoir 3. This allows the spring-loaded brakes 7 of the front axle VA to be released more quickly.

[0048] In contrast to the first embodiment ( Fig. 1 ), a separate third spring-loaded connection 15 is provided for the rear axle (HA). The parking brake module 100 thus has two spring-loaded connections: the first spring-loaded connection 4, to which the shut-off valve 10 is connected, and the third spring-loaded connection 15, to which the spring-loaded brakes 6 of the rear axle (HA) are directly connected. The T-piece 14 can thus be omitted.

[0049] The Fig.3 The embodiment shown is basically based on the Fig. 2 shown braking system, wherein identical and similar elements are provided with the same reference numerals. In the following, the differences from the first embodiment ( Fig. 1 , 2 ) described.

[0050] In contrast to the first embodiment, the shut-off valve 10 is designed as a 2 / 2-way valve 12. It has a first 2 / 2-way valve connection 12.1 and a second 2 / 2-way valve connection 12.2. The second 2 / 2-way valve connection 12.2 forms the second spring-loaded connection 5 in this case. Just as in the first embodiment, the 2 / 2-way valve 12 also receives the shut-off signal SA from the parking brake module 100 in order to Fig. 3 shown switching position to the second, in Fig. 3 not shown. In the second position, in Fig. 3not shown switching position, the first and second 2 / 2-way valve connection 12.1, 12.2 are separated, so that the pressure present in the spring brakes 7 of the front axle VA is locked in, and the spring brakes 7 of the front axle VA remain released. List of reference symbols (part of the description)

[0051] 1Electropneumatic parking brake arrangement 2Supply connection 3Compressed air supply 4First spring-loaded connection 5Second spring-loaded connection 6First spring-loaded brakes 7Second spring-loaded brakes 8Electropneumatic valve unit 10Shut-off valve 113 / 2-way valve 11.1First 3 / 2-way valve connection 11.2Second 3 / 2-way valve connection 11.3Third 3 / 2-way valve connection 14T-piece 14.1First T-piece connection 14.2Second T-piece connection 14.3 Third T-piece connection 15 Third spring-loaded brake connection 16 First pneumatic line 17 Second pneumatic line 18 First electrical connection 19 First electrical line 20 Second electrical connection 21 Second electrical line 100 Parking brake module 102 First brake circuit 103 First compressed air supply 104 Second brake circuit 105 Second compressed air supply 106 Parking brake circuit 110 Central module 112 Vehicle bus 114 Autonomous driving unit 116 Rear axle modulator 118 Front axle modulator 120 Electro-pneumatic redundancy module 122 Third pneumatic line 123 Pneumatic redundancy line 124 Fourth pneumatic line 125 Redundancy connection of 118 126 Third electrical lines 127 Electrical shut-off valve line 200electronically controlled pneumatic braking system 202vehicle 204commercial vehicle ECUelectronic control unit pFFease brake pressure pFBlock-protected spring brake pressure pVsupply pressure VAfront axle HArear axle BSTBrake pedal HCUelectric parking brake switch.

Claims

1. Electronically controlled pneumatic brake system (200) for a vehicle, in particular a commercial vehicle, comprising a central module (110) for controlling the brake system (200), comprising a rear axle service brake control, at least one first brake circuit (102, 104) and one parking brake circuit (106), an electropneumatic parking brake assembly (1) having first spring-loaded brakes (6) on a rear axle (HA) and second spring-loaded brakes (7) on a further axle (VA, ZA) comprising a shut-off valve (10), and a parking brake module (100), the parking brake module (100) comprising a supply connection (2) for connecting to a compressed air supply (3), a first spring-loaded connection (4) for connecting the shut-off valve (10), an electropneumatic valve unit (8) having at least one electropneumatic valve for modulating a spring-loaded brake pressure (pF) at the first spring-loaded connection (4), and an electronic control unit (ECU) for receiving parking brake signals (S1, S2, SR) from an electronic parking brake switch (HCU) and / or a master control unit (110), the shut-off valve (10) having a second spring-loaded connection (5) for connecting spring-loaded brakes (7) of the further axle (VA, ZA) and shutting off the second spring-loaded connection (5) in response to a shut-off signal (SA) provided by the parking brake module (100), characterized in that the electropneumatic parking brake module (100) is designed to provide the shut-off signal (SA) when, in the event of a fault in the rear axle service brake control system, the further axle (VA, ZA) is controlled by normal operation of a further axle modulator (116, 118) or a pneumatic redundancy mode of the further axle modulator or an electropneumatic redundancy module (120), the electronic control unit (ECU) being designed to receive a redundant parking brake signal (SR) which indicates or requests that redundant control of service brakes of the further axle is carried out, and in this case the electronic control unit (ECU) provides the shut-off signal (SA) to the shut-off valve (10).

2. Electronically controlled pneumatic brake system (200) according to claim 1, wherein spring-loaded brakes (6) of a rear axle (HA) can be connected to the first spring-loaded connection (4).

3. Electronically controlled pneumatic brake system (200) according to claim 1, wherein the parking brake module (100) has a separate rear axle connection (15) for spring-loaded brakes (6) of a rear axle (HA).

4. Electronically controlled pneumatic brake system (200) according to any of the preceding claims, wherein the shut-off valve (10) is electromagnetically switchable and the shut-off signal (SA) is an electronic signal provided by the electronic control unit (ECU).

5. Electronically controlled pneumatic brake system (200) according to any of the preceding claims, wherein the shut-off valve (10) has a first switching position in which the spring-loaded brake pressure (pF) can be passed through to the spring-loaded brakes (7) of the further axle (VA), and a second switching position in which the spring-loaded brakes (7) of the further axle (VA, ZA) remain ventilated regardless of the spring-loaded brake pressure (pF).

6. Electronically controlled pneumatic brake system (200) according to claim 5, wherein the shut-off valve (10) is provided to modulate a supply pressure (pV) to the spring-loaded brakes (7) of the further axle (VA, ZA) in the second switching position.

7. Electronically controlled pneumatic brake system (200) according to claim 6, wherein the shut-off valve (10) is designed as a 3 / 2-way valve (11).

8. Electronically controlled pneumatic brake system (200) according to claim 7, wherein the shut-off valve (10) has a first 3 / 2-way valve connection (11.1) connected to the first spring-loaded connection (4), a second 3 / 2-way valve connection (11.2) forming the second spring-loaded connection (5) or connected thereto, and a third 3 / 2-way valve connection (11.3) connected or connectable to the or a compressed air supply (3), and wherein, in the first switching position, the first 3 / 2-way valve connection (11.1) is connected to the second 3 / 2-way valve connection (11.2), and in the second switching position, the second 3 / 2-way valve connection (11.2) is connected to the third 3 / 2-way valve connection (11.3).

9. Electronically controlled pneumatic brake system (200) according to claim 5, wherein the shut-off valve (10) is provided, in the second switching position, to confine a pressure of the spring-loaded brakes (7) of the further axle (VA, ZA).

10. Electronically controlled pneumatic brake system (200) according to claim 9, wherein the shut-off valve (10) is designed as a 2 / 2-way valve (12).

11. Electronically controlled pneumatic brake system (200) according to claim 10, wherein the shut-off valve (10) has a first 2 / 2-way valve connection (12.1) connected to the first spring-loaded connection (4), and a second 2 / 2-way valve connection (12.2) forming the second spring-loaded connection (5) or connected thereto, and wherein in the first switching position the first 2 / 2-way valve connection (12.1) is connected to the second 2 / 2-way valve connection (12.2), and in the second switching position the first 2 / 2-way valve connection (12.1) and the second 2 / 2-way valve connection (12.2) are separated.

12. Electronically controlled pneumatic brake system (200) according to any of the preceding claims, wherein the electronic control unit (ECU) is designed not to output the blocking signal (SA) when a parking brake signal (S1) of the electronic parking brake switch (HCU) for engaging the parking brakes (6,7) is received.

13. Electronically controlled pneumatic brake system (200) according to claim 6, wherein the electronic control unit (ECU) is designed to provide the shut-off signal (SA) to the shut-off valve (10) when a parking brake signal (S2) of the electronic parking brake switch (HCU) for releasing the parking brakes (6,7) is received.

14. Electronically controlled pneumatic brake system (200) according to any of the preceding claims, wherein the shut-off valve (10) is integrated into the electropneumatic parking brake module (100).

15. Electronically controlled pneumatic brake system (200) according to any of the preceding claims 1 to 13, wherein the shut-off valve (10) is flange-mounted onto a housing of the electropneumatic parking brake module (100).

16. Electronically controlled pneumatic brake system (200) according to any of the preceding claims 1 to 13, wherein the shut-off valve (10) is installed separately and at a distance from the electropneumatic parking brake module (100).

17. Method for controlling an electronically controlled pneumatic brake system (200) for a vehicle, in particular a commercial vehicle, comprising a central module (110) for controlling the brake system (200), comprising a rear axle service brake control, at least one first brake circuit (102, 104) and one parking brake circuit (106), an electropneumatic parking brake assembly (1) having first spring-loaded brakes (6) on a rear axle (HA) and second spring-loaded brakes (7) on a further axle (VA, ZA) comprising a shut-off valve (10), and a parking brake module (100), wherein the parking brake module (100) comprises a supply connection (2) for connecting to a compressed air supply (3), a first spring-loaded connection (4) for connecting the shut-off valve (10), an electropneumatic valve unit (8) having at least one electropneumatic valve for modulating a spring-loaded brake pressure (pF) at the first spring-loaded connection (4), and an electronic control unit (ECU) for receiving parking brake signals (S1, S2, SR) from an electronic parking brake switch (HCU) and / or a master control unit (110), wherein the shut-off valve (10) has a second spring-loaded connection (5) for connecting spring-loaded brakes (7) of the further axle (VA, ZA) and shuts off the second spring-loaded connection (5) in response to a shut-off signal (SA) provided by the parking brake module (100), wherein the electropneumatic parking brake module (100) is designed to provide the shut-off signal (SA) when, in the event of a fault in the rear axle service brake control, the further axle (VA, ZA) is controlled by normal operation of a further axle modulator (116, 118) or a pneumatic redundancy mode of the further axle modulator or an electropneumatic redundancy module (120), comprising the steps of: - receiving a redundant parking brake signal (SR) at the electronic control unit (ECU), wherein the redundant parking brake signal (SR) indicates or requests that redundant control of service brakes of the further axle is carried out, and - providing the shut-off signal (SA) to the shut-off valve (10).

18. Method according to claim 17, comprising the steps of: - receiving a parking brake signal (S2) from an electronic parking brake switch (HCU) for releasing spring-loaded brakes (6, 7); and - providing the shut-off signal (SA) to the shut-off valve (10) for modulating the supply pressure (pV) at the second spring-loaded connection (5).