ELECTRONICALLY CONTROLLED PNEUMATIC BRAKE SYSTEM WITH TWO SINGLE-CHANNEL AXLE MODULATORS AND ABS VALVES, AND VEHICLE WITH SUCH A BRAKE SYSTEM

Description

[0001] The present invention relates to an electrically controlled pneumatic braking system for a vehicle, in particular a commercial vehicle, comprising a front axle brake circuit with a single-channel front axle modulator for controlling first and second front axle service brake actuators, wherein a first front axle ABS valve is connected between the front axle modulator and the first front axle service brake actuator and a second front axle ABS valve is connected between the front axle modulator and the second front axle service brake actuator, as well as a rear axle brake circuit with at least one single-channel rear axle modulator for controlling first and second rear axle service brake actuators, wherein a first rear axle ABS valve is connected between the at least one rear axle modulator and the first rear axle service brake actuator and a second rear axle ABS valve is connected between the rear axle modulator and the second rear axle service brake actuator.The braking system further comprises a brake value sensor having at least one electrical connection for providing an electronic braking request signal, and a central electronic control unit connected at least to the brake value sensor for receiving the electronic braking request signal and connected to the front axle and rear axle modulators for controlling them. Furthermore, the invention relates to a vehicle, in particular a commercial vehicle, with such a braking system.

[0002] Such electronically controlled pneumatic braking systems are known, for example, from DE 10 2010 050 578 A1, DE 10 2015 011 296 A1 and DE 10 2016 005 318 A1 of the present applicant.

[0003] In particular, DE 10 2016 005 318 A1 discloses an electronically controllable pneumatic braking system with at least two brake circuits, wherein at least one of the at least two brake circuits is assigned an electrically and pneumatically controllable control valve, and another of the at least two brake circuits is assigned an electrically controllable parking brake valve for specifying brake pressures for controlling wheel brakes of the respective brake circuits. A first control unit is provided, which is designed such that the respective control valve is electronically controlled via an actuating device as a function of an automatically requested vehicle target deceleration or an actuation specified by the driver.A second control unit is provided, which is designed to electrically control the parking brake valve as a function of the automatically requested target vehicle deceleration when electrical control of the respective control valve is prevented, in order to form an electronically-pneumatically controlled redundancy. Furthermore, the braking system is characterized in that at least one bypass valve assigned to a control valve is provided, which is designed to pneumatically control the associated control valve, wherein the pneumatic control takes place as a function of the automatically requested target vehicle deceleration or as a function of the actuation of the actuating device specified by the driver when electrical control of the respective control valve is prevented, in order to expand the electronically-pneumatically controlled redundancy.In this context, one embodiment of the braking system includes a single-channel front axle modulator, a single-channel rear axle modulator, and a central module. Both the front and rear axles are equipped with ABS valves that act on service brake actuators on the respective axles.

[0004] EP 1 541 437 B1 further discloses an electronic braking system for a vehicle with at least two brake circuits, in which a brake circuit controller is assigned to each brake circuit and which has a central control unit for all brake circuits. Furthermore, a brake pedal is provided which has two autonomous braking request receiving means. In the event of a failure of the central control unit or a detected fault in the central control unit, a first brake circuit controller of the brake circuit controllers can independently perceive the activation of a brake circuit from the central control unit. Each of the braking request receiving means is designed as a double travel angle or force sensor or as a single travel angle or force sensor, and the autonomous first braking force controller is supplied with electrical energy independently of the central control unit.

[0005] DE 10 2014 006613 A1 discloses a braking system with a control unit, wherein the control unit has an axle control module with a control function for controlling a pneumatic pressure to provide a service brake function. The control unit additionally has a driving dynamics sensor unit with at least one acceleration and / or yaw rate sensor, which serves to control the driving dynamics of the vehicle.

[0006] DE102008014459A1 relates to an electrically controlled braking system for a vehicle combination consisting of a towing vehicle and at least one trailer vehicle, wherein a control device is integrated into an axle module, by means of which a first brake and / or a second brake can be actuated, in particular by controlling a pneumatic pressure for actuating brake cylinders.

[0007] DE102007021646A1 relates to a modulator, in particular for a braking system in a motor vehicle, which is connected to a central module via a data bus, wherein the modulator has at least one input for recording measured values ​​and at least one output for controlling at least one electromagnetic valve, wherein a control circuit for actuating the at least one electromagnetic valve is closed by the data bus in such a way that the measured values ​​recorded by the modulator are transmitted to the central module, wherein control commands for actuating the at least one electromagnetic valve are calculated from these measured values ​​only in the central module and wherein these control commands are transmitted to the modulator via the data bus so that the modulator controls the at least one electromagnetic valve depending on the control commands transmitted via the data bus.

[0008] Even though the existing systems generally work well and are also used, there is still a need for cost-effective systems that use the most cost-effective components possible, are easy to install and are scalable, i.e. can be easily extended to different vehicle configurations (e.g. with or without an additional axle, multiple rear axles, or trailer variants) without high additional effort.

[0009] The present invention solves this problem in a first aspect in an electronically controlled pneumatic braking system of the type mentioned above in that the central electronic control unit is designed as a single structural unit with the rear axle modulator and / or the front axle modulator.

[0010] The invention takes advantage of the finding that a particularly simple and cost-effective braking system can be constructed by using single-channel axle modulators for both the front and rear axles. These single-channel axle modulators can only control one pressure, but in order to achieve wheel-individual braking, ABS valves are connected downstream of these single-channel axle modulators. ABS valves are readily available components that are widely used. Within the scope of the present invention, ABS valves are also used on the rear axle. To achieve further integration and cost-effective assembly, the invention also provides for the central electronic control unit to be formed from a single structural unit with the rear axle modulator and / or the front axle modulator. Integration with the rear axle modulator is particularly advantageous because it saves installation space and reduces assembly costs.Since the rear axle modulator is also designed as a single-channel axle modulator, this integration is particularly simple. In other conventional braking systems, the rear axle modulator is often designed as a dual-channel axle modulator and therefore has more extensive in-house intelligence than is the case with single-channel axle modulators. In this way, the present invention can realize various advantages simultaneously: both the use of simple components such as ABS valves and the integration of simple and known components into modules in order to save installation space and wiring effort. Furthermore, such an approach can be scaled relatively easily and extended to additional axles. If, for example, two rear axles are planned for the commercial vehicle, the additional axle modulator intended for the additional rear axle can also be integrated into the module. The assembly effort is therefore not increased.

[0011] According to a first preferred embodiment, the central electronic control unit is designed as a single module with the rear axle modulator and / or the front axle modulator. This further integrates the two or more components. In the present context, integration into a module means that the central electronic control unit and the rear axle modulator or front axle modulator have a common electronic control system, i.e., a common electronic intelligence. They are not only designed together as a single module, but are also functionally integrated. This advantageously allows for a reduction in the number of electronic components.

[0012] For the precise design of the front axle and rear axle modulators, it is preferably provided that the front axle modulator has one or more electrically switchable pneumatic valves for controlling a front axle brake pressure at the first and second front axle ABS valves, and the rear axle modulator has one or more electrically switchable pneumatic valves for controlling a rear axle brake pressure at the first and second rear axle ABS valves. In a specific embodiment, both the front axle modulator and the rear axle modulator can have one or more electrically switchable 2 / 2-way or 3 / 2-way valves that form a pilot control unit, and a pneumatically actuated relay valve that forms a main valve unit. By means of the pilot control unit, a control pressure can then be provided to the corresponding relay valve, which then controls a working pressure as front axle brake pressure or rear axle brake pressure.By activating the corresponding ABS valves, the applied front or rear axle brake pressure can then be reduced to suit the wheel in order to prevent the corresponding wheel from locking.

[0013] Furthermore, it is preferred that the front axle modulator and / or the rear axle modulator have a microcontroller connected to the central control unit for receiving front axle signals or rear axle signals and for switching the respective electrically switchable pneumatic valves. In this embodiment, both the front axle and the rear axle modulator have their own microcontroller, which is designed to receive and convert a front axle signal or rear axle signal, and subsequently switch the electrically switchable pneumatic valves provided in the front axle or rear axle modulator.

[0014] Alternatively, it can be provided that the front axle modulator and / or the rear axle modulator is connected to the central control unit in order to receive first and / or second switching signals from it for directly switching the respective electrically switchable pneumatic valves. In this way, the rear axle modulator or the front axle modulator receives switching signals directly and in this case does not require its own microcontroller. The switching signals for the respective electrically switchable pneumatic valves are generated directly in the central control unit and provided by it. It can also be provided that, for example, the front axle modulator has its own microcontroller, but the rear axle modulator does not, and in turn is integrated into a module with the central electronic control unit.

[0015] According to a further preferred embodiment, the first and second front axle ABS valves are arranged directly on the front axle modulator and form a single structural unit with it. This further advances the integration of the individual components. Assembly effort is reduced, and wiring can also be reduced. The first and second front axle ABS valves can either be flanged to a housing of the front axle modulator or be built into the housing of the front axle modulator.

[0016] The same can also apply to the first and second rear axle ABS valves, which are then arranged directly on the rear axle modulator and form a single unit with it. If the rear axle modulator is integrated with the central control unit, the first and second rear axle ABS valves are preferably arranged on this unit.

[0017] In a preferred embodiment, the first and second front-axle ABS valves are electrically connected to the central control unit to form a closed control loop. Similarly, the first and second rear-axle ABS valves are preferably also electrically connected to the central control unit to form a closed control loop. The central control unit preferably provides signals for switching the front-axle modulator and the rear-axle modulator, either signals for directly switching the valves or signals that are converted by microcontrollers in the front-axle and rear-axle modulators, respectively. The electronically controlled pneumatic braking system preferably also includes wheel speed sensors on the front and rear axles, which are also connected to the central control unit.In this way, the central control unit can evaluate the wheel speed signals supplied by the wheel speed sensors and accordingly activate the first and second front and rear axle ABS valves to prevent individual wheels from locking. In this way, the braking system is controlled via the central control unit, while the front and rear axle modulators no longer require their own intelligence. This allows for the use of cost-effective components.

[0018] According to the invention, the electronically controlled pneumatic braking system has a further single-channel rear axle modulator for controlling third and fourth rear axle brake actuators, wherein a third rear axle ABS valve is connected between the further rear axle modulator and the third rear axle brake actuator, and a fourth rear axle ABS valve is connected between the further rear axle modulator and the fourth rear axle service brake actuator. This embodiment is particularly preferred when the commercial vehicle has two rear axles, namely the rear axle and another rear axle.

[0019] In such an embodiment, it is preferred that the additional single-channel rear axle modulator be configured as a single unit with the rear axle modulator and the central control unit. Preferably, the rear axle modulator, the additional rear axle modulator, and the central control unit are integrated together as a module.

[0020] In such an embodiment, it is also preferably provided that the third and fourth rear axle ABS valves are also arranged directly on the additional rear axle modulator and form a single structural unit with it. These valves can also be flanged to the rear axle modulator or integrated with it into a housing.

[0021] It is further preferred that the third and fourth rear-axle ABS valves are electrically connected to the central control unit to form a closed control loop. Wheel speed sensors are also preferably provided on the other rear axle, which in turn are connected to the central control unit.

[0022] For further advantages and preferred embodiments, reference is made to the entire description.

[0023] In a second aspect, the invention achieves the object mentioned at the outset in a vehicle having a front axle, at least one rear axle and by an electronically controlled pneumatic braking system according to one of the above-described preferred embodiments of an electronically controlled pneumatic braking system according to the first aspect of the invention.

[0024] Embodiments of the invention will now be described below with reference to the drawings. These are not necessarily intended to represent the embodiments to scale; rather, the drawings are schematic and / or slightly distorted where this is useful for explanation. With regard to additions 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 general idea of ​​the invention. The features of the invention disclosed in the description, in the drawings and in the claims can be essential for the further development of the invention, both individually and in any combination.The general concept of the invention is not limited to the exact form or detail of the preferred embodiments shown and described below, nor is it limited to a subject matter that would be limited compared to the subject matter claimed in the claims. In the case of specified dimensioning ranges, values ​​within the stated limits are also intended to be disclosed as limit values ​​and can be used and claimed as desired. For the sake of simplicity, the same reference numerals are used below for identical or similar parts or parts with identical or similar functions.

[0025] 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 a schematic layout of an electronically controlled pneumatic braking system according to a first embodiment; Fig. 2a schematic layout of an electronically controlled pneumatic braking system according to a second embodiment; Fig. 3 a schematic representation of the front axle modulator, central module and rear axle modulator; and Fig.4 another schematic representation of the front axle modulator, central module and rear axle modulator.

[0026] A vehicle 100, specifically a commercial vehicle 102, has a front axle (VA) and a rear axle (HA). To brake the front axle (VA) and rear axle (HA), the vehicle 100 has an electronically controlled pneumatic braking system 1.

[0027] The electronically controlled pneumatic braking system 1 has a front axle brake circuit 2 for the front axle VA and a rear axle brake circuit 4 for the rear axle HA. Furthermore, the electronically controlled pneumatic braking system 1 also has a trailer brake circuit 6, which will be described in detail below. The rear axle brake circuit 4 is fed by a first compressed air supply 3, which provides supply pressure pV. The front axle brake circuit 2 is fed by a second compressed air supply 5, which also provides supply pressure pV. Similarly, the trailer brake circuit 6 is supplied by a third compressed air supply 7, which also provides supply pressure pV. The first, second, and third compressed air supplies 3, 5, and 7 are supplied via an air treatment system, which is not shown here.

[0028] To control the electronically controlled pneumatic braking system 1, a central electronic control unit 8, which can also be referred to as a central module or ECU, is provided. It controls, in particular, a front axle modulator 10, which is provided for the front axle (VA), and a rear axle modulator 12, which is provided for the rear axle (RA). The front axle modulator 10 controls first and second front axle service brake actuators 14a, 14b, and the rear axle modulator 12 controls first and second rear axle service brake actuators 18a, 18b.

[0029] Both the front axle modulator 10 and the rear axle modulator 12 are single-channel and provide only one pressure each for the left and right sides of the vehicle. The front axle modulator 10 provides a front axle brake pressure pVA, and the rear axle modulator 12 provides a rear axle brake pressure pHA. However, in order to achieve wheel-specific, slip-controlled braking, a first front axle ABS valve 16a is connected between the front axle modulator 10 and the first front axle service brake actuator 14a, and a second front axle ABS valve 16b is connected between the front axle modulator 10 and the second front axle service brake actuator 14b.Similarly, a first rear axle ABS valve 20a is connected between the rear axle modulator 12 and the first rear axle service brake actuator 18a, and a second rear axle ABS valve is connected between the rear axle modulator 12 and the second rear axle service brake actuator 18b. In this way, both the front axle (VA) and the rear axle (RA) can be braked with slip control.

[0030] To provide a braking request, the electronically controlled pneumatic braking system 1 according to the present embodiment ( Fig. 1) a brake signal transmitter 30. According to this exemplary embodiment, the brake signal transmitter 30 has an electrical connection 32, via which an electronic brake request signal SB is provided when the brake signal transmitter 30 is actuated by a vehicle driver. The electronic brake request signal SB is provided to the central electronic control unit 8 via a brake signal line 34. The central electronic control unit 8 processes the electronic brake request signal SB and provides either a front axle signal SVA or a first switching signal S1 to the front axle modulator 10, and either a rear axle signal SHA or a second switching signal S2 to the rear axle modulator 12, depending on the design of the front axle modulator 10 and the rear axle modulator 12 (see also Figures 3 and 4 ).

[0031] In the context of the present embodiment ( Fig. 1) The front axle modulator 10 and the rear axle modulator 12 can be designed in various ways. Typically, the front axle modulator 10 has an electropneumatic front axle valve unit 35, and the rear axle modulator 12 has an electropneumatic rear axle valve unit 36. These valve units each comprise one or more electrically switchable pneumatic valves for respectively controlling the front axle brake pressure pVA at the first and second front axle ABS valves 16a, 16b and a rear axle brake pressure pHA at the first and second rear axle ABS valves 20a, 20b. The exact structure of such valve units will not be discussed in more detail here and is known to those skilled in the art. In particular, they may comprise one or more 2 / 2-way or 3 / 2-way valves connected together as a pilot control unit and / or relay valves that receive a pilot pressure and control the corresponding front axle or rear axle brake pressure pHA, pVA.

[0032] In a first variant of the design of the front axle modulator 10 (cf. Fig. 3), the front axle modulator 10 comprises, in addition to the electropneumatic front axle valve unit 35, a front axle microcontroller 37 with intelligence. Similarly, the rear axle modulator 12 can also have a rear axle microcontroller 38. In this case, it is sufficient for the central electronic control unit 8 to provide a front axle signal SVA to the front axle microcontroller 37. In this case, the front axle signal SVA is a signal derived from the electronic brake request signal SB, but generally does not yet indicate a specific valve switching. The front axle microcontroller 37 then converts the front axle signal SVA and automatically controls a first switching signal S1 to the electropneumatic front axle valve unit 35, which consequently switches and generates the front axle brake pressure pVA from the supply pressure pV provided to the front axle modulator 10.

[0033] Accordingly, it is sufficient for the central electronic control unit 8 to provide a rear axle signal SHA to the rear axle microcontroller 38 if the rear axle modulator 12 has such a rear axle microcontroller 38. This then also converts the rear axle signal SHA and provides a second switching signal S2 to the electropneumatic rear axle valve unit 36, which causes the switching of one or more electropneumatic valves of the rear axle valve unit 36 ​​in order to generate the rear axle brake pressure pHA from the supply pressure pV provided by the first compressed air supply 3 to the rear axle modulator 12.

[0034] In variants of the embodiments shown here, however, the front axle microcontroller 37 and / or the rear axle microcontroller 38 can be omitted (cf. Figure 4). In this case, the central electronic control unit 8 directly provides the first and second switching signals S1, S2 to the electropneumatic front axle valve unit 35 and the electropneumatic rear axle valve unit 36, respectively, in order to switch them. This eliminates the need for microcontrollers, allowing the brake system 1 to be manufactured more cost-effectively overall.

[0035] In order to achieve a further simplification of the electronically controlled electropneumatic braking system 1, in the first embodiment ( Fig. 1) the central electronic control unit 8 and the rear axle modulator 12 are integrated into a structural unit 13, more precisely a module 13', that is to say the central electronic control unit 8 and the rear axle modulator 12 are not only connected to one another as a structural unit, but are integrated into a common housing, so that even if the rear axle modulator 12 is to comprise a rear axle microcontroller 38, this can be integrated with the central electronic control unit 8, so that only one electronic structural unit is provided for the module 13'.

[0036] In alternative embodiments not shown here, the central electronic control unit 8 can also be integrated with the front axle modulator 10.

[0037] The electronically controlled pneumatic braking system 1 disclosed here can be particularly easily extended to other vehicle variants. Fig. 2An embodiment of a commercial vehicle 102 that, in addition to the rear axle HA, also includes a further rear axle HA2. The further rear axle HA2 is part of the rear axle brake circuit 4 and is controlled via a further rear axle modulator 40, which can be designed essentially similarly to the rear axle modulator 12. A further rear axle brake pressure pHAV, which can be identical to the rear axle brake pressure pHA, is controlled via the further rear axle modulator 40. This further rear axle brake pressure pHAV is provided to the third and fourth rear axle service brake actuators 42a, 42b. In order to achieve slip control here again, ABS valves are provided, as with the other axles VA, HA, namely a third rear axle ABS valve 44a and a fourth rear axle ABS valve 44b, which are each connected between the further rear axle modulator 40 and the third and fourth rear axle service brake actuators 42a, 42b.The additional rear axle modulator 40 is also in this embodiment (. Fig. 2 ) is integrated into the assembly unit 13 or the module 13'. This significantly reduces assembly effort and eliminates the need for an additional microcontroller, namely the one for the additional rear axle modulator 40.

[0038] Both in the first embodiment ( Fig. 1 ) as well as in the second embodiment ( Fig. 2) all axles VA, HA, HA2 are equipped with wheel speed sensors. In this respect, first and second wheel speed sensors 46a, 46b are provided for the front axle VA. The first and second wheel speed sensors 46a, 46b are connected via first and second sensor lines 48a, 48b to the central electronic control unit 8, or the assembly 13, or the module 13'. The first and second wheel speed sensors 46a, 46b provide wheel speed signals of the front axle VA to the central electronic control unit 8 via the first and second sensor lines 48a, 48b. The central electronic control unit 8 is in turn connected via first and second ABS lines 50a, 50b to the first and second front axle ABS valves 16a, 16b in order to control them.If the central electronic control unit 8 determines that one of the wheels of the front axle VA is locked, the central electronic control unit 8 sends first and second ABS signals SA1, SA2 via the first and second ABS lines 50a, 50b to control the first and second front axle ABS valves 16a, 16b accordingly, in order to vent the front axle brake pressure pVA provided to the first and second front axle service brake actuators 14a, 14b, respectively, and thus reduce a braking force.

[0039] Similarly, third and fourth wheel speed sensors 52a, 52b are provided on the rear axle (HA), which are connected to the central electronic control unit 8 via corresponding third and fourth sensor lines 54a, 54b. The central electronic control unit 8 is connected to the first and second rear axle ABS valves 20a, 20b via third and fourth ABS lines 56a, 56b and provides third and fourth ABS signals SA3, SA4 to them in a corresponding manner. In this way, the rear axle (HA) can also be slip-controlled.

[0040] In the second embodiment ( Fig. 2) This system is also implemented for the additional rear axle HA2. Fifth and sixth wheel speed sensors 58a, 58b are provided for the additional rear axle HA2, which are connected to the central electronic control unit 8 via fifth and sixth sensor lines 60a, 60b. The central electronic control unit 8 is in turn connected to the third and fourth rear axle ABS valves 44a, 44b via fifth and sixth ABS lines 62a, 62b and provides the fifth and sixth ABS signals SA5, SA6 to these valves.

[0041] In this way, the entire electronically controlled pneumatic braking system 1 can be designed with slip control. Simple components such as ABS valves are used. Furthermore, a single electronic control unit is sufficient to control the entire braking system. Additional microcontrollers or similar components are not required. This system is particularly easy to assemble, integrate, and scale.

[0042] As can be seen from the Figures 1 and 2 As can be seen from the drawing, a trailer brake circuit 6 is also provided for the electronically controlled pneumatic braking system 1, which is optional here. In the trailer brake circuit 6, a trailer control valve 70 is shown here purely as an example, which can be designed in a conventional manner. The trailer control valve 70 is fed from the third compressed air supply 7 and receives the signals necessary for its control, also from the central electronic control unit 8. Depending on the design of the central electronic control unit 8, a microcontroller in the trailer control valve 70 can therefore also be omitted. List of reference symbols (part of the description) 1 Electronically controlled pneumatic braking system 2 Front axle brake circuit 3 First compressed air supply 4 Rear axle brake circuit 5 Second compressed air supply 6 Trailer brake circuit 7 Third compressed air supply 8 Central electronic control unit 10 Front axle modulator 12 Rear axle modulator 13 structural unit 13' module 14a First front axle service brake actuator 14b Second front axle service brake actuator 16a First front axle ABS valve 16b Second front axle ABS valve 18a First rear axle service brake actuator 18b Second rear axle service brake actuator 20a First rear axle ABS valve 20b Second rear axle ABS valve 30 Brake value sensor 32 Electrical connection 34 Brake signal line 35 Electropneumatic front axle valve unit 36 Electropneumatic rear axle valve unit 37 Front axle microcontroller 38 Rear axle microcontroller 40 Additional rear axle modulator 42a Third rear axle service brake actuator 42b Fourth rear axle service brake actuator 44a Third rear axle ABS valve 44b Fourth rear axle ABS valve 46a First wheel speed sensor 46b Second wheel speed sensor 48a First sensor line 48b Second sensor line 50a First ABS line 50b Second ABS line 52a Third wheel speed sensor 52b Fourth wheel speed sensor 54a Third sensor line 54b Fourth sensor line 56a Third ABS line 56b Fourth ABS line 58a Fifth wheel speed sensor 58b Sixth wheel speed sensor 60a Fifth sensor line 60b Sixth sensor line 62a Fifth ABS line 62b Sixth ABS line 70 Trailer control valve 100 vehicle 102 commercial vehicle pHA Rear axle brake pressure pHAV Additional rear axle brake pressure PV reservoir pressure pVA Front axle brake pressure VA front axle HA rear axle HA2 Additional rear axle Sb Electronic brake request signal S1 First switching signal S2 Second switching signal SVA Front axle signal SHA Rear axle signal SA1 First ABS signal SA2 Second ABS signal SA3 Third ABS signal SA4 Fourth ABS signal SA5 Fifth ABS signal SA6 Sixth ABS signal

Claims

1. Electrically controlled pneumatic braking system (1) for a vehicle (100), in particular a utility vehicle (102), comprising: a front axle brake circuit (2) with a single-channel front axle modulator (10) for controlling first and second front axle service brake actuators (14a, 14b), a first front axle ABS valve (16a) being connected between the front axle modulator (10) and the first front axle service brake actuator (14a) and a second front axle ABS valve (16b) being connected between the front axle modulator (10) and the second front axle service brake actuator (14b); a rear axle brake circuit (4) with at least one single-channel rear axle modulator (12) for controlling first and second rear axle service brake actuators (18a, 18b), a first rear axle ABS valve (20a) being connected between the at least one rear axle modulator (12) and the first rear axle service brake actuator (18a) and a second rear axle ABS valve (20b) being connected between the rear axle modulator (12) and the second rear axle service brake actuator (18b); a brake value transmitter (30) having at least one electrical connection (32) for providing an electronic brake request signal (Sb); and a central electronic control unit (8) which is connected at least to the brake value transmitter (30) for receiving the electronic brake request signal (Sb) and is connected to the front axle and rear axle modulators (10, 12) for controlling them; the central electronic control unit (8) together with the rear axle modulator (12) and / or the front axle modulator (10) being designed as a structural unit (13), characterized by a further single-channel rear axle modulator (40) for controlling third and fourth rear axle service brake actuators (42a, 42b), a third rear axle ABS valve (44a) being connected between the further rear axle modulator (40) and the third rear axle service brake actuator (42a) and a fourth rear axle ABS valve (44b) being connected between the further rear axle modulator (40) and the fourth rear axle service brake actuator (42b).

2. Electronically controlled pneumatic braking system (1) according to claim 1, wherein the central electronic control unit (8) together with the rear axle modulator (12) and / or front axle modulator (10) are integrated into a module (13') and have a common electronic control.

3. Electronically controlled pneumatic braking system (1) according to either of the preceding claims, wherein the front axle modulator (10) has one or more electrically switchable pneumatic valves for controlling a front axle brake pressure (pVA) at the first and second front axle ABS valves (16a, 16b), and the rear axle modulator (12) has one or more electrically switchable pneumatic valves for controlling a rear axle brake pressure (pHA) at the first and second rear axle ABS valves (20a, 20b).

4. Electronically controlled pneumatic braking system (1) according to claim 3, wherein the front axle modulator (10) has a front axle microcontroller (37) and / or the rear axle modulator (12) has a rear axle microcontroller (38) which is connected to the central control unit (8) for receiving front axle signals (SVA) or rear axle signals (SHA), respectively, and for switching the respective electrically switchable pneumatic valves.

5. Electronically controlled pneumatic braking system (1) according to claim 3, wherein the front axle modulator (10) and / or the rear axle modulator (12) are connected to the central control unit (8) in order to receive first and / or second switching signals (S1, S2) therefrom for directly switching the respective electrically switchable pneumatic valves.

6. Electronically controlled pneumatic braking system (1) according to any of the preceding claims, wherein the first and second front axle ABS valves (16a, 16b) are arranged directly on the front axle modulator (10) and form a structural unit therewith.

7. Electronically controlled pneumatic braking system (1) according to any of the preceding claims, wherein the first and second rear axle ABS valves (20a, 20b) are arranged directly on the rear axle modulator (12) and form a structural unit therewith.

8. Electronically controlled pneumatic braking system (1) according to any of the preceding claims, wherein the first and second front axle ABS valves (16a, 16b) are electrically connected to the central control unit (8) to form a closed control loop.

9. Electronically controlled pneumatic braking system (1) according to any of the preceding claims, wherein the first and second rear axle ABS valves (20a, 20b) are electrically connected to the central control unit (8) to form a closed control loop.

10. Electronically controlled pneumatic braking system (1) according to any of claims 1 to 9, wherein the further single-channel rear axle modulator (40) together with the rear axle modulator (12) and the central control unit (8) is formed as the structural unit (13).

11. Electronically controlled pneumatic braking system (1) according to any of claims 1 to 10, wherein the third and fourth rear axle ABS valves (44a, 44b) are also arranged directly on the further rear axle modulator (44) and form a structural unit therewith.

12. Electronically controlled pneumatic braking system (1) according to any of the preceding claims 1 to 11, wherein the third and fourth rear axle ABS valves (44a, 44b) are electrically connected to the central control unit (8) to form a closed control loop.

13. Vehicle (100), in particular a utility vehicle (102), comprising a front axle (VA), at least one rear axle (HA) and an electronically controlled pneumatic braking system (1) according to any of the preceding claims.