Fail-safe redundant braking system with pressure feed via a vent path of the primary modulator

Description

[0001] The invention relates to an electronically controllable pneumatic braking system for a vehicle, preferably a commercial vehicle, comprising an electronic operating control unit and at least one first brake pressure modulator connected to a first compressed air reservoir for receiving reservoir pressure, and controlling a first service brake pressure at at least one first service brake pressure port in response to first service brake signals provided by the electronic operating control unit. The first brake pressure modulator has a first vent port for venting the first service brake pressure.The braking system further comprises an electronic redundancy control unit and at least one first redundancy pressure modulator, which is connected to the first compressed air supply or to another compressed air supply for receiving supply pressure, and which, depending on first redundancy brake signals provided by the electronic redundancy control unit, controls a first redundancy brake pressure at at least one first redundancy brake pressure connection. The first redundancy pressure modulator has a first redundancy vent connection for venting the first redundancy brake pressure.

[0002] Concepts for redundant control of brake pressure generally utilize partially redundant components and partially existing components to control the brake pressure. For example, DE 10 2016 005 318 A1 discloses a system in which, in the event of a central control unit failing that would otherwise electronically control a front axle modulator, a bypass valve pneumatically controls a redundant pressure, which is then provided to the front axle modulator to achieve redundant pneumatic control of the front axle brake pressure.In general, 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 circuit. A first control unit is provided, which is designed to electrically control the respective control valve depending on an automatically requested vehicle target deceleration or an actuation specified by the driver via a brake pedal.Furthermore, a second control unit is provided, which is designed to electrically control the parking brake valve as a function of the automatically requested vehicle target deceleration when electrical control of the respective control valve is prevented, in order to form an electronically pneumatically controlled redundancy. Furthermore, a bypass valve assigned to one of the control valves 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 vehicle target deceleration or as a function of the driver's actuation of the brake pedal when electrical control of the respective control valve is prevented.

[0003] However, such a design requires that the corresponding redundant connection of the control valve, namely the front axle modulator or rear axle modulator, is functional. Therefore, such a solution depends on the main actuator of the control valve, namely the front axle modulator or rear axle modulator, being functional.

[0004] There are also other approaches that construct a fully redundant braking system, as disclosed in particular in DE 10 2019 106 591 A1. According to the teachings therein, all relevant system elements are duplicated, thus creating a fully redundant braking system. The braking systems are then combined via select-high valves on the brake actuators. However, this solution has the fluidic disadvantage that the primary system can only control the braking pressure via the select-high valves on the brake actuators and thus not directly. Furthermore, the complete duplication of the individual components also results in increased installation space requirements.

[0005] The object of the present invention is therefore to further improve the existing systems, which basically function well, and to achieve high availability while at the same time providing flow-technically advantageous solutions that have less or no impact on the primary system.

[0006] The invention solves the problem in an electronically controllable pneumatic brake system of the type mentioned at the outset in that the first redundancy brake pressure connection of the redundancy pressure modulator is connected to the first venting connection of the first brake pressure modulator, so that the first redundancy brake pressure can be controlled via a first venting path of the first brake pressure modulator at the first service brake pressure connection of the first brake pressure modulator.

[0007] The invention is based on the finding that the venting path of a modulator is available even in the event of a serious fault. Unlike a redundant connection of a modulator, which is dependent on the availability of a main actuator of the modulator because, for example, a control pressure output at the redundant connection initially acts on a control surface of a relay valve in order to amplify the volume of this control pressure, controlling the brake pressure via the venting path does not require such an actuator and can generally be used even in the event of a faulty relay valve. Unlike what is usual with a redundant connection, the invention provides that the first redundant pressure modulator outputs a first redundant brake pressure, namely a volume pressure, not merely a control pressure that still requires volume amplification.According to the invention, the redundant brake pressure is controlled through the vent path of the first brake pressure modulator and provided, preferably unmodulated, at the first service brake pressure connection. Furthermore, no select-high valve is required to supply the redundant brake pressure and service brake pressure alternately or as needed to the brake actuator. In this way, a structural simplification of the solution known from the prior art is achieved, while simultaneously increasing stability and availability and optimizing the flow situation. The first brake pressure modulator can, for example, be provided for a front axle and thus be referred to as a front axle modulator. It can also be provided for a rear axle and be referred to as a rear axle modulator. The first service brake pressure would then be a front axle service brake pressure in the former case, and a rear axle service brake pressure in the latter case.It can also be provided that the first brake pressure modulator is not provided for one axle, but for one side of the vehicle, such as the left side, or crosswise, for example for a left front wheel and a right rear wheel. It should also be understood that the electronically controllable pneumatic braking system can have two or more brake pressure modulators and correspondingly two or more redundant pressure modulators. It can also be provided that one, two or more service brake actuators are connected to the first service brake pressure connection, optionally with one or more ABS valves interposed. The first brake pressure modulator can be designed to enable wheel-specific control of brake pressures and preferably of slip-controlled brake pressures.However, it can also be designed to simply enable the service brake pressure to be controlled in accordance with the axle, and in this respect the provision of additional and / or separate ABS valves can be useful.

[0008] According to a first preferred embodiment, the first brake pressure modulator has a first quick-bleed valve at the first bleed connection for venting the first service brake pressure. The quick-bleed valve can be integrated into the brake pressure modulator or separately from it, for example, flanged externally to a housing of the first brake pressure modulator. It is also conceivable for the first quick-bleed valve to be installed as a standalone unit. The first service brake pressure can be vented quickly and directly via the quick-bleed valve, and it is not necessary to vent the first service brake pressure, for example, via a central venting of a relay piston in the first brake pressure modulator. A silencer can also be connected to the first quick-bleed valve.

[0009] Preferably, the first quick-bleed valve has a first quick-bleed valve connection connected to the first venting path, a second quick-bleed valve connection connected to the environment, and a third quick-bleed valve connection connected to the first redundant brake pressure connection. The second quick-bleed valve connection connected to the environment can also lead to a central venting system. In this way, the first service brake pressure can be vented via the venting path as needed when a reduction in the brake pressure in the service brake cylinder is desired, and the first redundant brake pressure can also be supplied, namely via the third quick-bleed valve connection, which is connected to the first redundant brake pressure connection.The quick vent valve is preferably designed such that, in an operating state of the brake system in which the first redundant pressure modulator is not active, the first quick vent valve port is openly connected to the second quick vent valve port. For example, a valve element biased against the third quick vent valve port can be provided to initially close it and provide an unobstructed vent path from the first to the second quick vent valve port.

[0010] According to a further preferred embodiment, the first brake pressure modulator comprises a first operating relay valve having a first operating relay valve supply port connected to a first supply port, a first operating relay valve working port connected to the first service brake pressure port, a first operating relay valve control port receiving a first pilot pressure, and a first operating relay valve vent port forming the first vent port or connected thereto. The first operating relay valve typically serves to increase the volume of the received first pilot pressure and to output it as the first service brake pressure. If no pilot pressure is provided and ambient pressure prevails at the first operating relay valve control port, the first operating relay valve vent port is connected to the first operating relay valve working port.This path can then be used to control the first redundancy brake pressure and provide it to the first service brake pressure connection. The functionality of the first service relay valve is not mandatory for this. It is sufficient if the vent path of the service relay valve is available and can be used to control the first redundancy brake pressure. This can increase the availability of the electronically controllable pneumatic brake system, even if the first service relay valve is not functioning or is not functioning properly.

[0011] In a preferred embodiment, the first operating relay valve vent port is connected to the first quick-bleed valve port. The quick-bleed valve can be integrated directly into the first brake pressure modulator, so that it can also be structurally integrated with the first operating relay valve.

[0012] According to a further preferred embodiment, the electronically controllable pneumatic brake system comprises a second brake pressure modulator, which is connected to a second compressed air supply for receiving supply pressure and, depending on second service brake signals provided by the electronic operating control unit, controls at least a second service brake pressure to at least one second service brake pressure connection. The second brake pressure modulator preferably has a second vent connection for venting the second service brake pressure.The electronically controllable pneumatic brake system preferably further comprises a second redundancy pressure modulator which is connected to the second compressed air supply or to a further compressed air supply for receiving supply pressure and which, in dependence on second redundancy brake signals provided by the electronic redundancy control unit, controls a second redundancy brake pressure at at least one second redundancy brake pressure connection.

[0013] The second redundancy pressure modulator preferably has a second redundancy vent port for venting the second redundancy brake pressure. The second redundancy brake pressure port is preferably connected to the second vent port such that the second redundancy brake pressure can be controlled via a second vent path of the second brake pressure modulator at the second service brake pressure port. The described embodiment therefore comprises a duplication of the brake pressure modulators and redundancy pressure modulators in order to be able to brake two axles, two wheels, two sides, or the like of the vehicle independently of one another. In the event that the first brake pressure modulator is a front axle modulator, the second brake pressure modulator is preferably a rear axle modulator. The first and second brake pressure modulators can be identical or different.For example, the first brake pressure modulator can be designed as a single-channel modulator, while the second brake pressure modulator is designed as a dual-channel modulator, or vice versa. Both can also be designed as single-channel modulators or both as dual-channel modulators. The same applies to the first and second redundancy pressure modulators. The first redundancy pressure modulator can be designed as a single-channel modulator and the second redundancy pressure modulator as a dual-channel modulator, or vice versa. Both redundancy pressure modulators can also be designed as single-channel modulators or dual-channel modulators. This applies regardless of the design of the first and second brake pressure modulators. Any conceivable pairing is preferred here. Like the first redundancy pressure modulator, the second redundancy pressure modulator can be connected to the second compressed air supply or to another compressed air supply.The additional compressed air supply is preferably independent of the second compressed air supply, thus preventing redundant braking even in the event of a failure of the second compressed air supply. The second compressed air supply is assigned to the primary system, while the additional compressed air supply can be assigned to the redundancy level. The additional compressed air supply that supplies the second redundant pressure modulator can be the same additional supply that also supplies the first redundant pressure modulator. It is also preferred that the first and second redundant pressure modulators have their own additional compressed air supplies, thus further enhancing their independence from the primary system.

[0014] Preferably, the second brake pressure modulator has a second quick-bleed valve at the second bleed port for venting the second service brake pressure. The above statements regarding the first quick-bleed valve apply analogously to the second quick-bleed valve. This can also be integrated into the second brake pressure modulator, flanged to a housing of the second brake pressure modulator, or installed as a separate element in the brake system.

[0015] It is further preferred that the second quick-vent valve has a fourth quick-vent valve connection connected to the second venting path, a fifth quick-vent valve connection connected to the environment, and a sixth quick-vent valve connection connected to the second redundant brake pressure connection. The above statements regarding the first quick-vent valve also apply here, so that for the advantages and embodiments of the second quick-vent valve, reference is made to those of the first quick-vent valve.

[0016] Similar to the first brake pressure modulator, the second brake pressure modulator may also include a second service relay valve having a second service relay valve supply port connected to a second supply port, a second service relay valve working port connected to the second service brake pressure port, a service relay valve control port receiving a second pilot pressure, and a second service relay valve vent port forming or connected to the second vent port. The second service relay valve vent port may be connected to the fourth quick vent valve port.

[0017] In a further embodiment, the second brake pressure modulator controls a third service brake pressure at at least one third service brake pressure connection as a function of third service brake signals provided by the electronic operating control unit, wherein the second brake pressure modulator has a third vent connection for venting the third service brake pressure. The second redundancy pressure modulator controls a third redundancy brake pressure at at least one third redundancy brake pressure connection as a function of third redundancy brake signals provided by the electronic redundancy control unit.The second redundancy vent port is effective for venting the third redundancy brake pressure, and the third redundancy brake pressure port is connected to the third vent port, so that the third redundancy brake pressure can be controlled via a third vent path of the second brake pressure modulator at the third service brake pressure port. According to this embodiment, both the second brake pressure modulator and the second redundancy pressure modulator are designed as two-channels, so that the second and third redundancy brake pressure ports are each connected to second and third vent ports, in order to control the second and third redundancy brake pressure via second and third vent paths of the second brake pressure modulator. Such a design is particularly suitable when a brake pressure is to be controlled in a side-by-side manner using only one modulator.

[0018] In such an embodiment, the second brake pressure modulator preferably comprises a third quick-bleed valve at the third bleed port for venting the third service brake pressure. The third quick-bleed valve preferably has a seventh quick-bleed valve port connected to the third vent path, an eighth quick-bleed valve port connected to the environment, and a ninth quick-bleed valve port connected to the third redundant brake pressure port. In this respect, the third quick-bleed valve corresponds in design to the first and second quick-bleed valves, and for further advantages and refinements, reference is made to the above description of the first quick-bleed valve. These statements apply analogously here.

[0019] Furthermore, it can also be provided that the second brake pressure modulator has a third operating relay valve, which has a third operating relay supply connection connected to the second supply connection, a third operating relay valve working connection connected to the third service brake pressure connection, a third operating relay valve control connection receiving a third pilot pressure, and a third operating relay valve vent connection forming the third vent connection or connected to it. The third operating relay valve is therefore provided for the second channel of the second brake pressure modulator, which is designed as a two-channel system in this way. Each channel of the two-channel second brake pressure modulator has its own operating relay valve with its own vent connection.It is also preferred, as also explained in the previous embodiments, that the third operating relay valve vent port is connected to the seventh quick exhaust valve port. In this way, the third redundant brake pressure can be supplied to the third operating relay valve vent port, and the third operating relay valve vent port can be vented.

[0020] In a further preferred embodiment of the electronically controllable pneumatic braking system, it comprises a trailer control valve with at least one trailer brake pressure connection for providing trailer brake pressure for a trailer, a trailer supply connection for receiving supply pressure, and a trailer vent connection for venting the trailer brake pressure. The trailer control valve is preferably connected to the electronic operating control unit and receives trailer brake signals therefrom, preferably controlling the trailer brake pressure based thereon. A trailer, which may be connected to the vehicle, can be braked via the trailer control valve. For this purpose, the trailer control valve preferably has one or more electrically switchable solenoid valves.The trailer control valve may also include a trailer relay valve to amplify the volume of a pilot pressure controlled by electrically switchable solenoid valves and deliver it to the trailer. Depending on the design of the electronically controllable pneumatic braking system for the European or North American region, the exact design of the trailer control valve may vary. The trailer control valve described here is intended to cover both variants.

[0021] In a preferred development, the first redundancy pressure modulator or the second redundancy pressure modulator has a trailer redundancy brake pressure connection for providing a trailer redundancy pressure. Typically, a trailer control valve is redundantly controlled via pressures from a front axle of the vehicle, so that if the first redundancy pressure modulator is provided for the front axle of the vehicle, it is the first redundancy pressure modulator that has the trailer redundancy brake pressure connection for providing the trailer redundancy pressure. Alternatively, the second redundancy pressure modulator, which in the described case is then preferably provided for the rear axle, can also be the one that has the trailer redundancy brake pressure connection for providing the trailer redundancy pressure.The trailer redundancy pressure can generally be controlled at a redundancy connection of the trailer control valve, as is conventional and known in the art. However, it is particularly preferred that the trailer redundancy brake pressure connection is connected to the trailer venting connection, so that the trailer redundancy pressure can be controlled at the trailer brake pressure connection via a trailer venting path of the trailer control valve. The same considerations made above with regard to the first brake pressure modulator and the second brake pressure modulator, namely that a venting path of these is used to control the redundancy brake pressure, are now applied here to the trailer control valve. In this case, too, the trailer venting path is used to control the trailer redundancy pressure.

[0022] The trailer redundancy pressure can correspond to the first redundancy pressure, the second redundancy pressure, and / or the third redundancy pressure. Even if the first redundancy pressure modulator has the trailer redundancy brake pressure connection, this does not necessarily mean that the first redundancy pressure modulator can be designed as a two-channel modulator. Rather, the first redundancy pressure modulator can still be designed as a single-channel modulator, and the trailer redundancy brake pressure corresponds to the first redundancy brake pressure, so that the first redundancy brake pressure connection and the trailer redundancy brake pressure connection are connected to the corresponding valve, for example, via a Y-line.

[0023] In a preferred embodiment, the electronic operating control unit is connected to a first voltage source, and the electronic redundancy control unit is connected to a second voltage source. The first and second voltage sources are preferably independent of each other, so that a fault in one voltage source cannot lead to the failure of the other voltage source. In this way, the availability of the electronically controllable pneumatic braking system can be further increased.

[0024] Likewise, it is preferably provided that the first compressed air supply and the additional compressed air supply are independent of one another. Preferably, the first compressed air supply and the additional compressed air supply are supplied by two different and independently provided compressed air sources, in particular two compressed air supplies. For example, it can be provided that a separate air treatment unit is provided for each of the first compressed air supply and the additional compressed air supply. Alternatively, the first compressed air supply and the additional compressed air supply are connected to a common compressed air treatment unit, but are pneumatically separated by a multi-circuit protection valve. The same preferably applies to the second compressed air supply and the additional compressed air supply.A total of four compressed air supplies can be provided, for example, the first compressed air supply for the first brake pressure modulator, the further compressed air supply for the first redundant pressure modulator, the second compressed air supply for the second brake pressure modulator, and a second further compressed air supply for the second redundant pressure modulator. Furthermore, a separate compressed air supply can be provided for each additional brake pressure modulator, and a further separate compressed air supply can be provided for each additional redundant pressure modulator, to which the above applies. Preferably, the compressed air supplies provided for the redundant pressure modulators are independent of the compressed air supplies provided for the brake pressure modulators.It may be provided that the compressed air supplies for the brake pressure modulators are not independent of one another and that the additional compressed air supplies for the redundant pressure modulators are not independent of one another, but that all additional compressed air supplies provided for the redundant pressure modulators are independent of the compressed air supplies provided for the brake pressure modulators.

[0025] According to a further preferred embodiment, the electronically controllable pneumatic braking system comprises a unit for autonomous driving and a vehicle bus, wherein the electronic operating control unit and the electronic redundancy control unit are connected to the unit for autonomous driving via the vehicle bus or an alternative network communication system and receive braking request signals from the unit. The electronic operating control unit and the electronic redundancy control unit are then preferably capable of converting the electronic braking request signals and controlling the brake pressure modulator(s) and the redundancy pressure modulator(s) accordingly. Alternative network communication systems can include, for example, direct cabling, a CAN bus, or other systems. Wireless communication is also conceivable.

[0026] In a further aspect, the invention achieves the object mentioned above by a vehicle, preferably a commercial vehicle, having a front axle, at least one rear axle, and an electronically controllable pneumatic braking system according to one of the above-described preferred embodiments of an electronically controllable pneumatic braking system according to the first aspect of the invention. It should be understood that the electronically controllable pneumatic braking system according to the first aspect of the invention and the vehicle according to the second aspect of the invention have the same and similar sub-aspects, as set out in particular in the dependent claims. In this respect, reference is made in full to the above description.

[0027] Preferably, the first brake pressure modulator is assigned to the front axle of the vehicle, and the second brake pressure modulator is assigned to the at least one rear axle of the vehicle. The second brake pressure modulator can also be assigned to the first and second rear axles of the vehicle. The first brake pressure modulator is preferably designed as a single-channel modulator, and the second brake pressure modulator is preferably designed as a dual-channel modulator, which allows for side-aligned control of brake pressures.

[0028] 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 presented in a schematic and / or slightly distorted form where this is useful for explanation. For supplements to the teachings immediately apparent from the drawings, reference is made to the relevant prior art.

[0029] For the sake of simplicity, the same reference numerals are used below for identical or similar parts or parts with identical or similar functions.

[0030] 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 electronically controllable pneumatic braking system according to a first embodiment; Fig. 2 shows a representation of a first brake pressure modulator; Fig. 3 shows the first brake pressure modulator in interaction with a first redundancy pressure modulator; Fig. 4 shows a second brake pressure modulator; and Fig. 5 shows the second brake pressure modulator in interaction with the second redundancy pressure modulator.

[0031] Fig. 1 illustrates a vehicle 200, specifically a commercial vehicle 202, with a first axle, which here is a front axle VA, a second axle, which here is a first rear axle HA1, and a third axle, which here is a second rear axle HA2. The vehicle 200 includes an electronically controllable pneumatic braking system 1, which includes a primary level B1 and a secondary level B2. It also includes a manual level B3, as described below.

[0032] At primary level B1, the electronically controllable pneumatic braking system 1 comprises an electronic operating control unit 10, which controls the electronically controllable pneumatic braking system 1 at primary level B1. The electronic operating control unit 10 is connected to an autonomous driving unit 210 via a vehicle bus 212 and receives braking request signals SA from the latter. Furthermore, the electronic operating control unit 10 is connected to a first voltage source 204 via a first supply line 203 and is supplied with electrical voltage by the latter. The electronic operating control unit 10 converts the braking request signals SA and, based thereon, controls first service braking signals SB1 at a first brake pressure modulator 12. The first brake pressure modulator 12 is provided here for the front axle VA and can thus also be referred to as a front axle modulator.The first brake pressure modulator 12 is connected to a first compressed air supply 2 and receives supply pressure therefrom. Specifically, the supply pressure pV is provided at a first supply connection 22 of the first brake pressure modulator 12. The first brake pressure modulator 12 (see also . Fig. 2 ) controls, based on the received first service brake signals SB1, a first service brake pressure pB1 at a first service brake pressure connection 14 and in the Fig. 1 shown embodiment also at a first further service brake pressure connection 15, wherein the first service brake pressure connection 14 and the first further service brake pressure connection 15 only in Fig. 1 are shown separately and are actually connected inside the first brake pressure modulator 12. The first service brake pressure pB1 is determined in the Fig. 1 In the exemplary embodiment shown, the brake pressure is controlled in an axle-correct manner, so that the same first service brake pressure pB1 is provided on the left and right sides of the vehicle 200. This is initially routed via first and second front-axle ABS valves 220a, 220b and then provided to first and second front-axle brake actuators 222a, 222b.

[0033] In order to brake the first and second rear axles HA1, HA2, the electronically controllable pneumatic brake system 1 comprises a second brake pressure modulator 100 in the primary level B1, which is provided here for the first and second rear axles HA1, HA2 and can thus also be referred to as a rear axle modulator. In the Fig. 1 In the embodiment shown, the second brake pressure modulator 100 is installed with the electronic operating control unit 10 to form a module, which is referred to here as the central module 102. However, it should be understood that the second brake pressure modulator 100 and the electronic operating control unit 10 can also be structurally separate and then connected to one another, for example, via a signal line. Internally, the electronic operating control unit 10 controls second and third service brake signals SB2, SB3 to the second brake pressure modulator 100 in accordance with the brake request signals SA that the electronic operating control unit 10 has received from the autonomous driving unit 210.

[0034] The second brake pressure modulator 100 is connected to a second compressed air supply 4 and receives supply pressure pV therefrom. In accordance with the second and third service brake signals SB2, SB3, the second brake pressure modulator 100 controls a second and a third service brake pressure pB2, pB3 in a side-by-side manner. The second service brake pressure pB2 is provided to a first and a third rear axle brake actuator 224a, 224c, and the third service brake pressure pB3 is provided to a second and a fourth rear axle brake actuator 224b, 224d.

[0035] In the secondary level B2, the electronically controllable pneumatic braking system 1 initially comprises an electronic redundancy control unit 50, which is intended to control the electronically controllable pneumatic braking system 1 in the event that the primary level B1 has one or more errors, for example, a power failure in the first voltage source 204, an electronic error in the electronic operating control unit 10, or the like. The electronic redundancy control unit 50 is also connected to the autonomous driving unit 210 via the vehicle bus 212 and also receives operating request signals SA from it. In contrast to the electronic operating control unit 10, however, the electronic redundancy control unit 50 is connected to a second voltage source 206 via a second supply line 205 and is supplied with electrical voltage from the latter.The first and second voltage sources 204, 206 are independent of each other, so that a failure in the first voltage source 204 does not lead to a loss of the second voltage source 206, and vice versa. The electronic operating control unit 10 and the electronic redundancy control unit 50 are thus electrically independent of each other.

[0036] In order to exchange signals, the electronic operating control unit 10 and the electronic redundancy control unit 50 are connected via a redundancy bus 230. In this way, the electronic redundancy control unit 50 can determine the availability of the electronic operating control unit 10 and only take over control of the electronically controllable pneumatic braking system 1 when the electronic operating control unit 10 is not available or is no longer properly available.

[0037] Furthermore, a first redundancy pressure modulator 52 is provided in the secondary level B2, which is connected to the electronic redundancy control unit 50 and receives first redundancy brake signals SR1 from it. The first redundancy pressure modulator 52 is connected to a first additional compressed air supply 2A and receives supply pressure from it. In principle, the first redundancy pressure modulator 52 can also be connected to the first compressed air supply 2. However, additional redundancy is created by the first redundancy pressure modulator 52 being connected to the first additional compressed air supply 2A, which is preferably independent of the first compressed air supply 2. The first redundancy pressure modulator 52 controls a first redundancy brake pressure pR1 at at least one first redundancy brake pressure connection 54 as a function of the first redundancy brake signals SR1.The first redundancy brake pressure pR1 is used to redundantly control the brake actuators controlled by the first brake pressure modulator 12 during operation, in the concrete case shown in . Fig. 1 In the case shown, the first and second front-axle brake actuators 222a, 222b are to be redundantly supplied with compressed air. According to the concept of the invention, it is provided that the first redundancy brake pressure connection 54 is connected to a vent connection 16 of the first brake pressure modulator 12 in order to thereby direct the first redundancy brake pressure pR1 through the first brake pressure modulator 12 and to discharge it to the first and second front-axle brake actuators 222a, 222b, optionally with the interposition of the first and second front-axle ABS valves 220a, 220b provided here.

[0038] The vent connection 16 and the first vent path 17 connected to it (cf. Fig. 2 ) is also available in the event of a fault on the primary level B1 of the electronically controllable pneumatic brake system 1 and is typically open due to the monostability of the valves. The venting of the service brake pressure pB1 can, in the operating case when the control of the electronically controllable pneumatic brake system is carried out by the electronic operating control unit 10, be carried out via the first redundancy pressure modulator 52. For this purpose, this can be a vent (in Fig. 1 not shown). Furthermore, the venting of the first service brake pressure pB1 can also take place via the first brake pressure modulator 12, as will be described below.

[0039] In order to be able to redundantly brake the second and third axles of the vehicle 200, in a specific case the first and second rear axles HA1, HA2, the electronically controllable pneumatic braking system 1 also includes a second redundancy pressure modulator 60 in the secondary level B2, which is intended to replace the second brake pressure modulator 100. In the exemplary embodiment shown here, the second redundancy pressure modulator 60 is integrated with the electronic redundancy control unit 50 in a redundancy module 51, similar to what was described above with reference to the central module 102. The electronic redundancy control unit 50 therefore provides second and third redundancy brake signals SR2, SR3 to the second redundancy pressure modulator 60. The second redundancy pressure modulator 60 is connected to a second additional compressed air supply 4A, but can also be connected to the second compressed air supply 4.By connecting the second redundancy pressure modulator 60 to the second additional compressed air supply 4A, additional redundancy can be created in the compressed air supplies. The second additional compressed air supply 4A is preferably independent of the second compressed air supply 4. It can also be provided that the second additional compressed air supply 4A and the first additional compressed air supply 2A are a common compressed air supply and can therefore be referred to jointly as an additional compressed air supply. It would also be conceivable to introduce cross-redundancy by supplying the second redundancy pressure modulator 60 from the second compressed air supply 2, while the first redundancy pressure modulator 52 is supplied from the second compressed air supply 4.

[0040] The second redundancy pressure modulator controls a second redundancy brake pressure pR2 at a second redundancy brake pressure connection 62 for the right side of the vehicle and thus for the first and third rear axle brake actuators 224a, 224c, and a third redundancy brake pressure pR3 at a third redundancy brake pressure connection 164 for the left side of the vehicle, specifically for the second and fourth rear axle brake actuators 224b, 224d. The second redundancy brake pressure connection 62 is connected to a second vent connection 106 of the second brake pressure modulator 100, and the third redundancy brake pressure connection 64 is connected to a third vent connection 108 of the second brake pressure modulator 100, as described with reference to Fig. 4 and 5 will be explained further.

[0041] Furthermore, the electronically controllable pneumatic brake system 1 according to the embodiment shown here ( Fig. 1 ) a trailer control valve 180 in order to supply any trailer of the vehicle 200 with compressed air and to brake it. The trailer control valve 180 has a trailer brake pressure connection 182 for providing a trailer brake pressure pBA and a trailer supply connection 183 for receiving supply pressure pV, here from the first compressed air supply 2. The trailer control valve 180 also has a further trailer supply connection 184, which is connected to the second compressed air supply 4 and also receives supply pressure pV. Fig. 1 The electronically controllable pneumatic braking system 1 shown is intended for the North American market, where it is typical for the trailer control valve 180 to be supplied by two different compressed air supplies. This may be different in European-designed variants.

[0042] The trailer control valve 180 also has a trailer vent port 186 for venting the trailer brake pressure pBA. In the embodiment shown here, the first redundancy pressure modulator 52 is connected to the trailer vent port 186, specifically via a trailer redundancy brake pressure port 56, at which a trailer redundancy pressure pRA is controlled, which in the embodiment shown here ( Fig. 1 ) preferably corresponds to the first redundancy brake pressure pR1. In this way, the trailer can also be braked redundantly using a vent path of the trailer control valve 180.

[0043] Finally, in the exemplary embodiment shown here, the electronically controllable pneumatic brake system 1 has a brake value transmitter 300, which is designed as a foot brake valve. The brake value transmitter 300 is connected to the electronic operating control unit 10 via a first brake value transmitter line 302 and to the electronic redundancy control unit 50 via a second brake value transmitter line 304. The brake value transmitter 300 provides foot brake signals SSB to the electronic operating control unit 10 and the electronic redundancy control unit 50 via these two lines. These foot brake signals can also control the first, second, and third service brake signals SB1, SB2, SB3 as well as the first, second, and third redundancy brake signals SR1, SR2, SR3 based on the foot brake signals SFB. In addition, the brake value transmitter 300 comprises a brake value transmitter brake pressure connection 306, at which a brake value transmitter brake pressure pFB can be controlled.This is provided via a front axle foot brake line 310 to the first brake pressure modulator 12, via a rear axle foot brake line 312 to the second brake pressure modulator 100 and via a trailer foot brake line 314 to the trailer control valve 180 in order to be able to brake the vehicle 200 purely pneumatically by means of the brake value sensor brake pressure pFB controlled by means of the brake value sensor 300.

[0044] The Fig. 2 and 3first illustrate the first brake pressure modulator 12 and the first redundant pressure modulator 52 and their interaction. The first brake pressure modulator 12 comprises a pilot control unit 18 and a main valve unit 19, which here has a first operating relay valve 20. The first pilot control unit 18 serves to control a first pilot pressure pS1 at the main valve unit 19. The first brake pressure modulator 12 is basically designed like known brake pressure modulators and comprises a supply connection 22, which is connected to the first compressed air supply 2 and receives supply pressure pV from it (cf. Fig. 1 ). It also includes a first service brake pressure port 14, at which the first service brake pressure pB1 is controlled. A first additional service brake pressure port 15 is also provided, which is fluidly connected to the first service brake pressure port 14.

[0045] The first pilot control unit 18 comprises a first inlet valve 24, a first outlet valve 25 and a first redundancy valve 26. The first inlet valve 24 is designed here as a monostable 2 / 2-way solenoid valve and is spring-loaded into the closed position in Fig. 2 shown switching position. The first inlet valve 24 has a first inlet valve connection 24.1, which is connected to the first supply connection 22 and receives supply pressure pV from this. The first inlet valve 24 has a second inlet valve connection 24.2, which is connected to the first operating relay valve control connection 20.3 and can control the first pilot pressure pS1 at this. The first inlet valve 24 is switched based on a first switching signal S1, which can be provided directly by the electronic operating control unit 10, without being controlled by a separate electronic control unit of the first brake pressure modulator 12. In the event that the first brake pressure modulator 12 has its own electronic control unit, this provides the first switching signal S1 based on the received first service brake signal SB1 in order to switch the first inlet valve 24 into the Fig. 2 not shown switching position and thus control the first control pressure pS1. The first outlet valve 25 is also designed as a monostable 2 / 2-way solenoid valve and is stable in the closed Fig. 2 shown switching position. The first outlet valve 25 has a first outlet valve connection 25.1, which is also connected to the first operating relay valve control connection 20.3. A second outlet valve connection 25.2 is connected to a vent 3. The first outlet valve 25 can be opened by a second switching signal S2 in Fig. 2 not shown switching position in order to vent the first pilot pressure pS1. The first redundancy valve 26 comprises a first redundancy valve connection 26.1 and a second redundancy valve connection 26.2. It is also designed as a monostable 2 / 2-way solenoid valve, but in an open in Fig. 2 shown switching position pre-tensioned and energized in a closed in Fig. 2 not shown switching position. The first redundancy valve 26 can be switched to the closed position by a third switching signal S3 Fig. 2 not shown switching position. The first redundancy valve connection 26.1 is connected to a first foot brake pressure connection 316, at which the brake value sensor brake pressure pFB can be controlled. If the vehicle 200 is in autonomous operation and the autonomous driving unit 210 takes over control, the first redundancy valve 26 should be closed. Only when the first redundancy valve 26 is moved to the open switching position can the brake value sensor brake pressure pFB be controlled by the first redundancy valve 26 and output at the first operating relay valve control connection 20.3. In this way, the manual fallback level B3 can be implemented and manual control of the vehicle 200 can be assumed.

[0046] The first operating relay valve 20 comprises a first operating relay valve supply port 20.1, which is connected to the supply port 22 and receives supply pressure therefrom. It further comprises a first operating relay valve working port 20.2, which is connected to the first service brake pressure port 14 and, if applicable, the first further service brake pressure port 15. Depending on the first control pressure pS1 received at the first operating relay valve control port 20.3, the first operating relay valve 20 controls the first service brake pressure pB1, which then preferably corresponds to a volume-amplified control pressure pS1. To vent the first operating relay valve and in particular to vent the first service brake pressure pB1, the first operating relay valve 20 comprises a first operating relay valve vent port 20.4, which also forms the first vent port 16 of the first brake pressure modulator 12.This is followed by a first venting path 17 of the first brake pressure modulator 12, which still runs in the first brake pressure modulator housing 13 of the first brake pressure modulator 12. In the first venting path 17, a first quick vent valve 40 is provided, which serves to vent the first service brake pressure pB1. The first quick vent valve 40 has a first quick vent valve connection 40.1, which is connected to the venting path 17 and, in the case shown here, specifically to the first service relay valve vent connection 20.4. A second quick vent valve connection 40.2 is connected to the environment or a vent 3, and a third quick vent valve connection 40.3 is connected to the first redundant brake pressure connection 54 of the first redundant pressure modulator 52 (cf. Fig. 1 and 3). In this way, on the one hand, the first service brake pressure pB1 can be quickly vented via the quick vent valve 40 and the second quick vent valve connection 40.2, and on the other hand, the first redundancy pressure pR1 can be controlled via the first quick vent valve 40, more precisely via the third quick vent valve connection 40.3, the first quick vent valve connection 40.1 and the first service relay valve vent connection 20.4 and in this way also controlled at the first service brake pressure connection 14 and preferably the first further service brake pressure connection 15.

[0047] The first quick vent valve 40 is also integrated into the first brake pressure modulator housing 13, but it can also be connected outside the first brake pressure modulator housing. This is preferred, for example, if the first vent connection 16 is provided outside the first brake pressure modulator housing 13 and not inside it. In this case, the first vent connection 16 arranged on the housing could then be connected to the externally provided first quick vent valve 40. As can be seen from Fig. 3 The first redundancy pressure modulator 52 comprises a first redundancy pilot control unit 27 and a first redundancy main valve unit 28. The first redundancy pilot control unit 27 comprises a first redundancy inlet valve 29 and a first redundancy outlet valve 30. The first redundancy main valve unit 28 comprises a first redundancy relay valve 31. In this respect, the first redundancy pressure modulator 52 is constructed in the same way as the first brake pressure modulator 12, except that the first redundancy pressure modulator 52 does not comprise the first redundancy valve 26, since this does not have to implement pneumatic redundancy. The first redundancy inlet valve 29 is designed as a monostable 2 / 2-way solenoid valve and is closed in the currentless state. Fig. 3 shown switching position. It has a first redundancy inlet valve connection 29.1, which is connected to a first redundancy supply connection 53, which in turn is connected to the further first compressed air supply 2A and receives supply pressure pV from this. A second redundancy inlet valve connection 29.2 is connected to the first redundancy main valve unit 28 and controls a first redundancy pilot pressure pSR1 thereon. The first redundancy outlet valve 30 serves to vent the first redundancy pilot pressure pSR1 and is designed for this purpose as a monostable 2 / 2-way solenoid valve, which, however, is de-energized and pre-tensioned in the open switching position (cf. Fig. 3 ). This is advantageous in order to allow the first redundancy pilot pressure pSR1 to be vented under normal conditions and thus also to keep the first redundancy relay valve 31 in a vented position.

[0048] The first redundancy outlet valve 30 comprises a first redundancy outlet valve connection 30.1 connected to the first redundancy relay valve 31, and a second redundancy outlet valve connection 30.2 connected to one or the vent 3.

[0049] The fourth and fifth switching signals for switching the first redundancy inlet valve 29 and the first redundancy outlet valve 30 can in turn be provided directly by the electronic redundancy control unit 50, or the first redundancy pressure modulator 52 comprises its own control unit which converts the first redundancy brake signal SR1 and, based thereon, controls the fourth and fifth switching signals S4, S5.

[0050] The first redundancy relay valve 31 comprises a first redundancy relay valve supply port 31.1, which is connected to the first redundancy supply port 53 and receives supply pressure pV therefrom. A first redundancy relay valve working port 31.2 is connected to the first redundancy brake pressure port 54 in order to control the first redundancy brake pressure pR1 thereat. The first redundancy relay valve 31 further has a first redundancy relay valve control port 31.3, which is connected to the first redundancy pilot control unit 27 and receives the first redundancy pilot control pressure pSR1 therefrom. The first redundancy relay valve 31 volume-amplified this pressure and controls it as the first redundancy brake pressure pR1. In addition, the first redundancy relay valve 31 has a first redundancy relay valve vent port 31.4 which is connected to or forms a first redundancy vent port 55.The first redundancy brake pressure pR1 can be vented via this. In the event that no first quick vent valve 40 is provided, but the first redundancy brake pressure port 54 is connected, for example, directly to the first vent port 16, more precisely to the first service relay valve vent port 20.4, the first service brake pressure pB1 can also be vented via the first redundancy vent port 55.

[0051] The Fig. 4 and 5 now show in a similar way to the Fig. 2 and 3 the structure of the second brake pressure modulator 100 and the interaction of the second brake pressure modulator 100 with the second redundant pressure modulator 60.

[0052] The second brake pressure modulator 100 is, as described above, integrated with the electronic operating control unit 10 to form a central module 102. In Fig. 4 It can be seen that the electronic operating control unit 10 receives brake request signals SA via the vehicle bus 212 and also outputs the first service brake signal SB1 to the first redundancy pressure modulator 52.

[0053] The second brake pressure modulator 100 is designed as a two-channel modulator and has a second service brake pressure connection 104 and a third service brake pressure connection 105, which are independent of one another. For the first channel, namely the second service brake pressure connection 104, a second pilot control unit 118 and a second main valve unit 119 are provided. Both the second pilot control unit 118 and the second main valve unit 119 are formed identically to the first main valve unit 19, so that reference is generally made to the above description. Here, the second pilot control unit 118 comprises a second inlet valve 124 with a third inlet valve connection 124.1, which is connected to the second supply connection 122 and receives supply pressure pV therefrom. A fourth inlet valve connection 124.2 controls a second pilot pressure pS2, which is provided to the second service relay valve 120.The second outlet valve 125 comprises a third outlet valve connection 125.1, which is connected to the second operating relay valve 120, and a fourth outlet valve connection 125.2, which is connected to one or the vent 3. The second outlet valve 125 is switched based on a sixth switching signal provided by the electronic operating control unit 10, while the second outlet valve 125 is switched by a seventh switching signal S7, which is also provided by the electronic operating control unit 10. A second redundancy valve 126 has a third redundancy valve connection 126.1, which is connected to a second foot brake pressure connection 318 and receives the brake value transmitter brake pressure pFB via this connection. The second redundancy valve can then be connected to the fourth redundancy valve connection 126.2 control the brake value sensor brake pressure and provide it to the second operating relay valve 120 if it is in the open in . Fig. 4 shown switching position. As already described with reference to the first brake pressure modulator 12, pneumatic redundancy can be implemented here.

[0054] The second operating relay valve 120 comprises a second operating relay valve supply port 120.1, which is connected to the second supply port 122 and receives supply pressure pV, a second operating relay valve working port 120.2, which is connected to the second service brake pressure port 104, a second operating relay valve control port 120.3, which receives the second pilot pressure pS2 and is connected to the second pilot control unit 118, and a second operating relay valve vent port 120.4. The second operating relay valve vent port 120.4 forms the second vent port of the second brake pressure modulator 100 in the embodiment shown here. This opens into a second vent path 107, in which, as also with reference to Fig. 2 and 3described, a second quick exhaust valve 140 is provided. The second quick exhaust valve 140 has a fourth quick exhaust valve connection 140.1, which is connected to the second vent connection 106, or more precisely, to the second operating relay valve vent connection 120.4. A fifth quick exhaust valve connection 140.2 is connected to a vent or the environment, and a sixth quick exhaust valve connection 140.3 is connected to the second redundancy brake pressure connection 62 and can receive the second redundancy brake pressure pR2 from it (cf. Fig. 1 ). Via the second quick vent valve 140, the second redundancy brake pressure pR2 can thus be supplied to the second vent path 107 and thus to the second service relay valve vent connection 120.4 in order to vent the second redundancy brake pressure pR2 at the second service brake pressure connection 104 in the event of a fault in the electronic operating control unit 10, which ensures that, for example, the sixth and seventh switching signals can no longer be provided correctly and thus the second pilot control pressure pS2 can no longer be controlled correctly, in order to be able to make it available to the first and third rear axle brake actuators 224a, 224c.

[0055] For the second channel, namely the third service brake pressure connection 105, an identical valve arrangement is provided with a third pilot control unit 127 and a third main valve unit 128, which includes a third operating relay valve 130. The third pilot control unit has a third inlet valve 131 and a third outlet valve 132. Furthermore, it has a third redundancy valve 133. The third inlet valve 131 is again designed as a monostable 2 / 2-way solenoid valve and is de-energized in the closed position. Fig. 4 shown switching position. It comprises a fifth inlet valve connection 131.1, which is connected to the second supply connection 122 and receives supply pressure pV. A sixth inlet valve connection 131.2 is connected to the third main valve unit 128 and controls a third pilot pressure pS3 thereon. The third outlet valve 132 is connected to the third main valve unit 128 via a fifth outlet valve connection 132.1 and can thus vent the third pilot pressure pS3. A sixth outlet valve connection 132.2 of the third outlet valve 132 is connected to one or the vent 3. The third inlet valve 131 can be switched by a ninth switching signal S9 and the third outlet valve 132 by a tenth switching signal S10. The third redundancy valve 133 comprises a fifth redundancy valve connection 133.1, which is connected to the second foot brake pressure connection 318 and thus receives the brake value sensor brake pressure pFB.The third redundancy valve 133 is de-energized in the open position. Fig. 4 shown switching position and can then control the brake value transmitter brake pressure pFB at a sixth redundancy valve connection 133.2 and provide this as the third pilot pressure pS3.

[0056] The third operating relay valve 130 has a third operating relay valve supply port 130.1, which is connected to the second supply port 122, a third operating relay valve working port 130.2, which is connected to the third service brake pressure port 105, a third operating relay valve control port 130.3, at which the third pilot pressure pS3 is controlled, and a third operating relay valve vent port 130.4, which here also forms the third vent port 108 of the second brake pressure modulator 100 and opens into a third vent path 109. A third quick vent valve 150 is provided in the third vent path 109. The third quick vent valve 150 is identical to the second quick vent valve 140 and has a seventh quick vent valve port 150.1, which is connected to the third vent port, more precisely to the third service relay valve vent port 130.4. An eighth quick vent valve port 150.2 is connected to one or the vent 3, and a ninth quick vent valve port 150.3 is connected to the third redundancy brake pressure port 64 of the second redundancy pressure modulator 60 and receives the third redundancy brake pressure therefrom. Thus, for the second channel, the third redundancy brake pressure can also be controlled through the third vent path 109 and provided at the third service brake pressure port 105.

[0057] The second redundancy pressure modulator 60 is also constructed with two channels to correspond to the second brake pressure modulator 100. It is as described with reference to Fig. 1 described with the electronic redundancy control unit 50 in a redundancy module 51 and comprises, for the second redundancy brake pressure connection 62, a valve unit with a second redundancy pilot control unit 151 and a second redundancy main valve unit 152. The second redundancy pilot control unit 151 has a second redundancy inlet valve 153, which has a third redundancy inlet valve connection 153.1, which is connected to a second redundancy supply connection 67 and receives supply pressure pV from this. The second redundancy supply connection 67 is connected to the second compressed air supply 4 or the second further compressed air supply 4A. A fourth redundancy inlet valve connection 153.2 is connected to the second redundancy main valve unit 152 and controls a second redundancy pilot control pressure pSR2 to it. The second redundancy outlet valve 154 is connected to a third redundancy outlet valve port 154.1 is connected to the second redundancy main valve unit 152 and can thus vent the second redundancy pilot pressure pSR2. The fourth redundancy outlet valve port 154.2 is connected to one or the vent 3. The second redundancy outlet valve is in turn designed as a monostable 2 / 2-way solenoid valve and is de-energized in the open position. Fig. 5 shown switching position. While the second redundancy inlet valve 153 can be switched by a twelfth switching signal S12, the second redundancy outlet valve 154 can be switched by a thirteenth switching valve S13.

[0058] The second redundancy main valve unit 152 comprises a second redundancy relay valve 155 with a second redundancy relay valve supply connection 155.1, which is connected to the second redundancy supply connection 67 and receives supply pressure pV, a second redundancy relay valve working connection 155.2, which is connected to the second redundancy brake pressure connection 62 in order to control the second redundancy brake pressure pR2 thereat, a second redundancy relay valve control connection 155.3, which is connected to the second redundancy pilot control unit 151 and receives the second redundancy pilot control pressure pSR2, and a second redundancy relay valve vent connection 155.4, which is connected to one or the vent 3 and serves to vent the second redundancy brake pressure pR2.In the event that no second quick vent valve 140 is provided, but the second redundancy brake pressure connection 62 is directly connected to the second service relay valve vent connection 120.4, the second service brake pressure pB2 can also be vented via the second redundancy relay valve vent connection 155.4.

[0059] Analogously, the second redundancy pressure modulator for the second channel comprises a valve arrangement that is identical to the valve arrangement for the first channel of the second redundancy pressure modulator 60. Specifically, it has a third redundancy pilot control unit 156 and a third redundancy main valve unit 157. The third redundancy pilot control unit 156 serves to provide a third redundancy control pressure pSR3 to the third redundancy main valve unit 157. The third redundancy pilot control unit 156 comprises a third redundancy inlet valve 158 with a fifth redundancy inlet valve connection 158.1, which is connected to the second redundancy supply connection 67 and receives supply pressure pV therefrom. A sixth redundancy inlet valve connection 158.2 is then connected to the third redundancy main valve unit 157 and controls the third redundancy control pressure pSR3 thereto.To vent the third redundancy control pressure pSR3, the third redundancy pilot control unit 156 comprises a third redundancy outlet valve 159 with a fifth redundancy outlet valve connection 159.1, which is connected to the third redundancy main valve unit 157, and a sixth redundancy outlet valve connection 159.2, which is connected to one or the vent 3. The third redundancy main valve unit 157 comprises a third redundancy relay valve 160 with a third redundancy relay valve supply connection 160.1, which is connected to the second redundancy supply connection 67 and receives supply pressure. A third redundancy relay valve working connection 160.2 is connected to the third redundancy brake pressure connection 64 and controls the third redundancy brake pressure pR3 therefrom. A third redundancy relay valve control port 160.3 is connected to the third redundancy pilot control unit 156 and receives the third redundancy pilot pressure pSR3 therefrom.A third redundancy relay valve vent port 160.4 is connected to one or the vent 3. Here, too, if no third quick vent valve 150 is provided, but the third redundancy brake pressure port 64 is used, the third service brake pressure pB3 can also be vented via the third redundancy relay valve 160.

[0060] The third redundancy inlet valve 158 can be switched by a fourteenth switching signal S14 and the third redundancy outlet valve 159 can be switched by a fifteenth switching signal S15. LIST OF REFERENCE SYMBOLS

[0061] 1 Electronically controllable pneumatic brake system 2 First compressed air supply 2 A First additional compressed air supply 3 Bleeding 4 Second compressed air supply 4 A Second additional compressed air supply 10 Electronic operating control unit 12 First brake pressure modulator 13 First brake pressure modulator housing 14 First service brake pressure connection 15 First additional service brake pressure connection 16 First bleed connection 17 First bleed path 18 First pilot control unit 19 First main valve unit 20 First operating relay valve 20.1 First operating relay valve supply connection 20.2 First operating relay valve working connection 20.3 First operating relay valve control connection 20.4 First operating relay valve bleed connection 22 First supply connection 24 First inlet valve 24.1 First inlet valve connection 24.2 Second inlet valve connection 25 First Outlet valve 25.1 first outlet valve connection 25.2 second outlet valve connection 26 first redundancy valve 26.1 first redundancy valve connection 26.2 secondRedundancy valve connection 27 First redundancy pilot control unit 28 First redundancy main valve unit 29 First redundancy inlet valve 29.1 First redundancy inlet valve connection 29.2 Second redundancy inlet valve connection 30 First redundancy outlet valve 30.1 First redundancy outlet valve connection 30.2 Second redundancy outlet valve connection 31 First redundancy relay valve 31.1 First redundancy relay valve supply connection 31.2 First redundancy relay valve working connection 31.3 First redundancy relay valve control connection 31.4 First redundancy relay valve vent connection 40 First quick exhaust valve 40.1 First quick exhaust valve connection 40.2 Second quick exhaust valve connection 40.3 Third quick exhaust valve connection 50Electronic redundancy control unit 51Redundancy module 52First redundancy pressure modulator 53First redundancy supply connection 54First redundancy brake pressure connection 55First redundancy vent connection 56Trailer redundancy brake pressure connection 60SecondRedundancy pressure modulator 62 Second redundancy brake pressure connection 64 Third redundancy brake pressure connection 66 Second redundancy modulator vent 67 Second redundancy supply connection 100 Second brake pressure modulator 102 Central module 104 Second service brake pressure connection 105 Third service brake pressure connection 106 Second vent connection 107 Second vent path 108 Third vent connection 109 Third vent path 118 Second pilot control unit 119 Second main valve unit 120 Second service relay valve 120.1 Second service relay valve supply connection 120.2 Second service relay valve working connection 120.3 Second service relay valve control connection 120.4 Second service relay valve vent connection 122 Second supply connection 124 Second inlet valve 124.1Third inlet valve connection 124.2Fourth inlet valve connection 125Second exhaust valve 125.1Third exhaust valve connection 125.2Fourth exhaust valve connection 126Second redundancy valve 126.1ThirdRedundancy valve connection 126.2 fourth redundancy valve connection 127 second pilot control unit 128 second main valve unit 130 third operating relay valve 130.1 third operating relay valve supply connection 130.2 third operating relay valve working connection 130.3 third operating relay valve control connection 130.4 third operating relay valve vent connection 131 third inlet valve 131.1 fifth inlet valve connection 131.2 sixth inlet valve connection 132 third outlet valve 132.1 fifth outlet valve connection 132.2 sixth outlet valve connection 133 third redundancy valve 133.1 fifth redundancy valve connection 133.2 sixth redundancy valve connection 140 second quick exhaust valve 140.1 fourth Quick exhaust valve connection 140.2fifth quick exhaust valve connection 140.3sixth quick exhaust valve connection 150third quick exhaust valve 150.1seventh quick exhaust valve connection 150.2eighth quick exhaust valve connection 150.3ninthQuick exhaust valve connection 151 Second redundancy pilot control unit 152 Second redundancy main valve unit 153 Second redundancy inlet valve 153.1 Third redundancy inlet valve connection 153.2 Fourth redundancy inlet valve connection 154 Second redundancy outlet valve 154.1 Third redundancy outlet valve connection 154.2 Fourth redundancy outlet valve connection 155 Second redundancy relay valve 155.1 Second redundancy relay valve supply connection 155.2 Second redundancy relay valve working connection 155.3 Second redundancy relay valve control connection 155.4 Second redundancy relay valve vent connection 156 Third redundancy pilot control unit 157 Third redundancy main valve unit 158 ​​Third redundancy inlet valve 158.1 Fifth redundancy inlet valve connection 158.2 Sixth redundancy inlet valve connection 159 Third redundancy outlet valve 159.1 Fifth redundancy outlet valve connection 159.2 Sixth redundancy outlet valve connection 160 Third redundancy relay valve 160.1 ThirdRedundancy relay valve supply connection 160.2 Third redundancy relay valve working connection 160.3 Third redundancy relay valve control connection 160.4 Third redundancy relay valve vent connection 180 Trailer control valve 182 Trailer brake pressure connection 183 Trailer supply connection 184 Further trailer supply connection 186 Trailer vent connection 200 Vehicle 202 Commercial vehicle 203 First supply line 204 First voltage source 205 Second supply line 206 Second voltage source 210 Autonomous driving unit 212 Vehicle bus 220a First front axle ABS valve 220b Second front axle ABS valve 222a First front axle brake actuator 222b Second front axle brake actuator 224a First rear axle brake actuator 224b Second Rear axle brake actuator 224c Third rear axle brake actuator 224d Fourth rear axle brake actuator 230 Redundancy bus 300 Brake value sensor 302 First brake value sensor line 304 Second brake value sensor line 306 Brake value sensor brake pressure connection 310 Front axle foot brake line312Rear axle foot brake line 314Trailer foot brake line 316First foot brake pressure connection 318Second foot brake pressure connection B1Primary level B2Secondary level B3Manual level HA1First rear axle HA2Second rear axle pB1First service brake pressure pB2Second service brake pressure pB3Third service brake pressure pFBBrake value sensor brake pressure pR1First redundancy brake pressure pR2Second redundancy brake pressure pR3Third redundancy brake pressure pRATrailer redundancy pressure pS1First pilot pressure pS2Second pilot pressure pS3Third pilot pressure pSR1First redundancy pilot pressure pSR2Second redundancy pilot pressure pSR3Third redundancy pilot pressure pVSupply pressure SABrake request signal SB1First service brake signals SB2Second service brake signals SB3Third Service brake signals SBF Foot brake signals SR1 First redundancy brake signals SR2 Second redundancy brake signals SR3 Third redundancy brake signals S1 First switching signal S2 Second switching signal S3 Third switching signal S4 Fourth switching signal S5 Fifth switching signalS6 sixth switching signal S7 seventh switching signal S8 eighth switching signal S9 ninth switching signal S10 tenth switching signal S11 eleventh switching signal S12 twelfth switching signal S13 thirteenth switching signal S14 fourteenth switching signal S15 fifteenth switching signal VA front axle

Claims

1. Electronically controllable pneumatic brake system (1) for a vehicle (200), preferably a commercial vehicle (202), comprising: an electronic operating control unit (10); at least one first brake pressure modulator (12) which is connected to a first compressed air supply (2) for receiving supply pressure (pV), and which, in response to first operating brake signals (SB1) provided by the electronic operating control unit (10), controls a first operating brake pressure (pB1) at at least one first operating brake pressure port (14), an electronic redundancy control unit (50); at least one first redundancy pressure modulator (52) which is connected to the first compressed air supply (2) or to a further compressed air supply (2A) for receiving supply pressure (pV), and which, in response to first redundancy brake signals (SR1) provided by the electronic redundancy control unit (50), controls a first redundancy brake pressure (pR1) at at least one first redundancy brake pressure port (54), characterized in that the first brake pressure modulator (12) comprises a first vent port (16) for venting the first operating brake pressure (pB1), the first redundancy pressure modulator (52) comprises a first redundancy vent port (55) for venting the first redundancy brake pressure (pR1) and the first redundancy brake pressure port (54) is connected to the first vent port (16) so that the first redundancy brake pressure (pR1) is controllable via a first vent path (17) of the first brake pressure modulator (12) at the first operating brake pressure port (14).

2. Electronically controllable pneumatic brake system (1) according to claim 1, wherein the first brake pressure modulator (12) comprises, at the first vent port (16), a first quick vent valve (40) for venting the first operating brake pressure (pB1).

3. Electronically controllable pneumatic brake system (1) according to claim 2, wherein the first quick vent valve (40) comprises a first quick vent valve port (40.1) connected to the first vent path (17), a second quick vent valve port (40.2) connected to the environment, and a third quick vent valve port (40.3) connected to the first redundancy brake pressure port (54).

4. Electronically controllable pneumatic brake system (1) according to any of the preceding claims, wherein the first brake pressure modulator (12) comprises a first operating relay valve (20) comprising: a first operating relay valve supply port (20.1) connected to a first supply port (22), a first operating relay valve working port (20.2) connected to the first operating brake pressure port (14), a first operating relay valve control port (20.3) which receives a first pilot control pressure (pS1), and a first operating relay valve vent port (20.4) which forms the first vent port (16) or is connected thereto.

5. Electronically controllable pneumatic brake system (1) according to claim 3 and claim 4, wherein the first operating relay valve vent port (20.4) is connected to the first quick vent valve port (40.1).

6. Electronically controllable pneumatic brake system (1) according to any of the preceding claims, comprising: a second brake pressure modulator (100) which is connected to a second compressed air supply (4) for receiving supply pressure (pV), and which, in response to second operating brake signals (SB2) provided by the electronic operating control unit (10), controls at least one second operating brake pressure (pB2) at at least one second operating brake pressure port (104), wherein the second brake pressure modulator (100) comprises a second vent port (106) for venting the second operating brake pressure (pB2); a second redundancy pressure modulator (60) which is connected to the second compressed air supply (4) or to a further compressed air supply (4A) for receiving supply pressure (pV), and which, in response to second redundancy brake signals (SR2) provided by the electronic redundancy control unit (50), controls a second redundancy brake pressure (pR2) at at least one second redundancy brake pressure port (62), wherein the second redundancy pressure modulator (60) comprises a second redundancy vent port (66) for venting the second redundancy brake pressure (pR2), and wherein the second redundancy brake pressure port (62) is connected to the second vent port (106) so that the second redundancy brake pressure (pR2) is controllable via a second vent path (107) of the second brake pressure modulator (100) at the second operating brake pressure port (104).

7. Electronically controllable pneumatic brake system (1) according to claim 6, wherein the second brake pressure modulator (100) comprises, at the second vent port (106), a second quick vent valve (140) for venting the second operating brake pressure (pB2).

8. Electronically controllable pneumatic brake system (1) according to claim 7, wherein the second quick vent valve (140) comprises a fourth quick vent valve port (140.1) connected to the second vent path (107), a fifth quick vent valve port (140.2) connected to the environment, and a sixth quick vent valve port (140.3) connected to the second redundancy brake pressure port (62).

9. Electronically controllable pneumatic brake system (1) according to any of the preceding claims 6 to 8, wherein the second brake pressure modulator (100) comprises a second operating relay valve (120) comprising: a second operating relay valve supply port (120.1) connected to a second supply port (122), a second operating relay valve working port (120.2) connected to the second operating brake pressure port (104), a second operating relay valve control port (120.3) which receives a second pilot control pressure (pS2), and a second operating relay valve vent port (120.4) which forms the second vent port (106) or is connected thereto.

10. Electronically controllable pneumatic brake system (1) according to claim 8 and claim 9, wherein the second operating relay valve vent port (120.4) is connected to the fourth quick vent valve port (140.1).

11. Electronically controllable pneumatic brake system (1) according to any of the preceding claims, wherein the first brake pressure modulator (12) and / or the second brake pressure modulator (100) is designed to be dual-channel.

12. Electronically controllable pneumatic brake system (1) according to any of the preceding claims 6 to 10, wherein the second brake pressure modulator (100) controls a third operating brake pressure (pB3) at at least third operating brake pressure port (105) in response to third operating brake signals (SB3) provided by the electronic operating control unit (10), wherein the second brake pressure modulator (100) comprises a third vent port (108) for venting the third operating brake pressure (pB3); wherein the second redundancy pressure modulator (60) controls a third redundancy brake pressure (pR3) at at least one third redundancy brake pressure port (64) in response to third redundancy brake signals (SR3) provided by the electronic redundancy control unit (50), wherein the second redundancy vent port (66) is effective for venting the third redundancy brake pressure (pR3), and wherein the third redundancy brake pressure port (64) is connected to the third vent port (108) so that the third redundancy brake pressure (pR3) is controllable via a third vent path (109) of the second brake pressure modulator (100) at the third operating brake pressure port (105).

13. Electronically controllable pneumatic brake system (1) according to claim 12, wherein the second brake pressure modulator (100) comprises, at the third vent port (108), a third quick vent valve (150) for venting the third operating brake pressure (pB3).

14. Electronically controllable pneumatic brake system (1) according to claim 13, wherein the third quick vent valve (150) comprises a seventh quick vent valve port (150.1) connected to the third vent path (109), an eighth quick vent valve port (150.2) connected to the environment, and a ninth quick vent valve port (150.3) connected to the third redundancy brake pressure port (64).

15. Electronically controllable pneumatic brake system (1) according to any of the preceding claims 12 to 14, wherein the second brake pressure modulator (100) comprises a third operating relay valve (130) comprising: a third operating relay valve supply port (130.1) connected to the second supply port (122), a third operating relay valve working port (130.2) connected to the third operating brake pressure port (105), a third operating relay valve control port (130.3) which receives a third pilot control pressure (pS3), and a third operating relay valve vent port (130.4) which forms the third vent port (108) or is connected thereto.

16. Electronically controllable pneumatic brake system (1) according to claim 14 and claim 15, wherein the third operating relay valve vent port (130.4) is connected to the seventh quick vent valve port (150.1).

17. Electronically controllable pneumatic brake system (1) according to any of the preceding claims, comprising: a trailer control valve (180) at least comprising: a trailer brake pressure port (182) for providing a trailer brake pressure (pBA) for a trailer, a trailer supply port (183) for receiving supply pressure (pV), and a trailer vent port (186) for venting the trailer brake pressure (pBA); wherein the trailer control valve (180) is connected to the electronic operating control unit (10) and receives trailer brake signals (SBA) therefrom and controls the trailer brake pressure (pBA) based on said signals; and18. Electronically controllable pneumatic brake system (1) according to claim 17, wherein the first redundancy pressure modulator (52) or the second redundancy pressure modulator (100) comprises a trailer redundancy brake pressure port (56) for providing a trailer redundancy pressure (pRA), and wherein the trailer redundancy brake pressure port (56) is connected to the trailer vent port (186) so that the trailer redundancy pressure (pRA) is controllable via a trailer vent path of the trailer control valve (180) at the trailer brake pressure port (182).

19. Electronically controllable pneumatic brake system (1) according to any of the preceding claims, wherein the electronic operating control unit (10) is connected to a first voltage source (204), and the electronic redundancy control unit (50) is connected to a second voltage source (206) which is independent of the first voltage source (204).

20. Electronically controllable pneumatic brake system (1) according to any of the preceding claims, wherein the first compressed air supply (2) and the further compressed air supply (2A) are independent of one another.

21. Electronically controllable pneumatic brake system (1) according to any of the preceding claims, comprising a unit for autonomous driving (210) and a vehicle bus (212), wherein the electronic operating control unit (10) and the electronic redundancy control unit (50) are connected, via the vehicle bus (212) or an alternative network communication, to the unit for autonomous driving (210) and receive brake request signals (SA) therefrom.

22. Vehicle (200), preferably a commercial vehicle (202), comprising a front axle (VA), at least one rear axle (HA1, HA2) and an electronically controllable pneumatic brake system (1) according to any of the preceding claims.

23. Vehicle (200) according to claim 22, wherein the first brake pressure modulator (12) is assigned to the front axle (VA) and the second brake pressure modulator (100) is assigned to the at least one rear axle (HA1, HA2).