ELECTRO-PNEUMATIC EQUIPMENT OF A VEHICLE WITH AN AUTONOMOUS BRAKE CIRCUIT SUPPLIED WITH BACKUP PRESSURE AS A PRECAUTIONARY PROVISION

Description

[0001] The present invention relates to electrical equipment of a vehicle, in particular of a vehicle designed as a towing vehicle-trailer combination, according to the preamble of claim 1 and to a vehicle with such electrical equipment according to claim 23.

[0002] Vehicles with (partially) automated driving functions that relieve the driver of the driving task and responsibility at least for a limited period of time, i.e. can be operated autonomously, for example, must be able to continue driving the vehicle in the event of any error occurring until the driver takes over control again.

[0003] The resulting system property "Fail-Operational" requires that the vehicle's basic functions, especially at the execution level, continue to be guaranteed, at least with functional limitations. For brake control in autonomous driving, this means that if any fault occurs, the electropneumatic service brake system must continue to be operated electronically, so that vehicle dynamics control functions such as ABS, ASR, and ESP can continue to be implemented, albeit possibly with limitations.

[0004] Although redundancy of all components of the electropneumatic service brake system to create complete redundancy is effective in maintaining functionality even if a fault occurs, it is not justifiable in terms of costs, installation space and weight, particularly in series production.

[0005] EP 3 421 309 A1 discloses a pressure-medium-actuated braking device with two control devices. In the event of a failure of one control device, the other control device actuates two pressure control valves depending on wheel speed signals in order to implement ABS or ESP. EP 2 090 481 B1 describes an EBS with redundant control of the brake actuators, and DE 10 2017 113 336 A1 describes electrical equipment of a vehicle with an EBS and an autopilot device. In the event of a failure of the electronic control of the EBS, an additional electronic control prevents brake locking. Electrical equipment of this type is known from DE 10 2018 219 378 A1. There, in an electro-pneumatic service brake device, an electrical service brake circuit is controlled by a primary control means.The primary control means receives an electrical brake request signal from a foot brake module and, depending on this signal, electrically controls a pressure control module, which is acted upon in parallel by a first pneumatic brake control pressure at a pneumatic control input. DE 10 2014 112 015 A1 discloses an electropneumatic service brake system with a primary electronic brake control unit (EBS-ECU), a secondary electronic brake control unit (FBM-ECU), and an electropneumatic pressure control module with an electromagnetic backup valve.

[0006] If the primary control unit fails, which is determined by the occurrence of a switching condition such as a detected fault in the primary control unit and / or its power supply, a redundant control unit controls a pneumatic service brake circuit by generating a pneumatic brake control pressure via a solenoid valve device. This pneumatic brake control pressure then flows through the now de-energized backup valve of the pressure control module and is converted into wheel brake pressure in the pressure control module. However, the evaluation of the switching condition and the flow of brake control pressure to the pressure control module require a certain amount of time, and in the event of a defect, a rapid response is required to generate the wheel brake pressure.

[0007] Therefore, the object of the present invention is to develop electrical equipment in such a way that compensation can be carried out very quickly in the event of a fault. Likewise, a vehicle with such electrical equipment is to be provided.

[0008] This object is achieved with the features of claims 1 and 23. Advantageous further developments are the subject of the subclaims. Disclosure of the invention

[0009] The invention is based on an electro-pneumatic equipment of a vehicle with a drive engine that can be put into operation by an ignition or start signal, comprising an electro-pneumatic service brake device, wherein the electro-pneumatic service brake device has at least: a) Pneumatic wheel brake actuators, b) at least one electrical service brake circuit, c) at least one pneumatic service brake circuit, d) an at least electrical service brake input device which generates an electrical actuation signal (BS) within the at least one electrical service brake circuit, e) within the electrical service brake circuit, a primary electronic brake control device which, depending on the electrical actuation signal (BS), generates a first electrical brake request signal (S1) representing a target brake pressure, f) a secondary electronic brake control device which, in particular, depends on an assistance brake request signal (AS) automatically generated by a driver assistance system and / or in particular depends on the electrical actuation signal (BS),and / or in particular, independently of the ignition or start signal, controls at least one electrically operated actuator by a second electrical brake request signal (S2), which is designed to generate at least one pneumatic brake control pressure (p1, p2) on the basis of the second electrical brake request signal (S2), g) at least one electropneumatic pressure control module with an integrated electronic control unit as a component of the at least one electrical service brake circuit, wherein the at least one electropneumatic pressure control module is designed g1) to receive the first electrical brake request signal (S1) at an electrical control input of the pressure control module and, depending on the first electrical brake request signal (S1), to generate an electronically controlled brake pressure for the wheel brake actuators within the at least one electrical service brake circuit,and g2) to receive the at least one pneumatic brake control pressure (p1, p2) at at least one pneumatic control input of the pressure control module and to generate a brake pressure for the wheel brake actuators within the at least one pneumatic service brake circuit as a function of the at least one pneumatic brake control pressure (p1, p2), and g3) to control the brake pressure into the pneumatic wheel brake actuators.

[0010] The electro-pneumatic service brake system is preferably an electronic braking system (EBS) with brake pressure control. A driver assistance system is understood to be a system capable of automatically or autonomously generating the assistance braking request signal AS, particularly depending on the vehicle's operating or driving parameters (e.g., speed, yaw rate, deceleration, acceleration, roll rate) or on a driving situation relative to other vehicles (e.g., distance, relative speed).

[0011] The electrical service brake circuit comprises in particular at least the at least one electrical channel of the service brake input device with the electrical brake value transmitter, a primary electrical supply source, the primary electronic control device and the integrated control unit of the at least one pressure control module.

[0012] The pneumatic service brake circuit comprises, in particular, at least one pneumatic channel of a service brake valve device as a service brake input device and the pneumatic part of the at least one pressure control module. The pneumatic service brake circuit is then controlled by the at least one brake control pressure p1, p2 when a braking request from the driver is present. When the assistance braking request signal AS of the driver assistance system is present, the pneumatic service brake circuit is controlled by the secondary electronic control device and the electrically actuated actuator using the at least one brake control pressure p1, p2. Furthermore, a braking request from the driver and an assistance braking request signal AS of the driver assistance system can also be present in parallel, in which case the pneumatic service brake circuit is then also controlled by the at least one brake control pressure p1, p2.

[0013] The electric service brake circuit can therefore be electrically controlled or regulated exclusively by the primary electronic control device, and the pneumatic service brake circuit can be electrically controlled or regulated exclusively by the secondary electronic control device. Furthermore, the electro-pneumatic service brake device is designed in particular such that the secondary electronic brake control device does not and cannot perform any electrical control or regulation of the at least one pressure control module and / or any control or regulation of the electric service brake circuit. Therefore, the secondary electronic brake control device should not form a component of the electric service brake circuit.

[0014] The at least one pneumatic brake control pressure p1, p2 is already present at the at least one electromagnetic backup valve, in particular upon each actuation of the service brake actuating element. Therefore, before the electrical service brake circuit controlled by the primary electronic control device fails, the at least one pneumatic brake control pressure p1, p2 is already present at the electromagnetic backup valve, which is (still) closed by current supply via the primary electronic control device, so that in the event of a failure of the electrical service brake circuit controlled by the primary electronic control device, the then de-energized electromagnetic backup valve opens and passes the at least one pneumatic brake control pressure p1, p2 to a valve device integrated in the pressure control module, which then controls this pneumatically. The wheel brake pressure orWheel brake pressures are formed on the basis of or dependent on the at least one pneumatic brake control pressure p1, p2. In the case of purely driver braking, the takeover of the electrical control of the electropneumatic service brake device within the electrical service brake circuit by the then purely pneumatic control by means of the at least one pneumatic brake control pressure p1, p2 within the at least one pneumatic service brake circuit can therefore take place relatively quickly.

[0015] However, such a rapid reaction of the at least one pneumatic service brake circuit controlled by the secondary electronic brake control device is not given if the control / regulation of the pneumatic service brake circuit is only taken over by the secondary electronic brake control device upon detection of a defect, for example in the electrical service brake circuit, and only then is the at least one pneumatic brake control pressure p1, p2 generated for the pneumatic control of the at least one pressure control module and passed to the at least one electromagnetic backup valve of the at least one pressure control module.

[0016] To solve this problem, the invention first proposes that g4) the at least one electropneumatic pressure control module has at least one electromagnetic backup valve which is connected to the pneumatic control input and which is designed and controlled such that it g4a) retains the at least one pneumatic brake control pressure (p1, p2) if the at least one electrical service brake circuit is intact, but g4b) otherwise, if the at least one electrical service brake circuit has a defect, passes the at least one pneumatic brake control pressure (p1, p2) so that the at least one pressure control module can generate the brake pressure depending on the at least one pneumatic brake control pressure (p1, p2).

[0017] According to a first aspect of the invention, it is then further provided that h) the at least one electrically actuated actuator is controlled by the secondary electronic brake control device as a function of the assistance brake request signal (AS) and / or as a function of the actuation signal (BS) in such a way that, regardless of a defect in the electrical service brake circuit, the at least one pneumatic brake control pressure p1, p2 is generated by the electrically actuated actuator in response to the assistance brake request signal (AS) and / or the brake actuation signal (BS) and is fed into the at least one pneumatic control input of the at least one pressure control module.

[0018] Consequently, the at least one pneumatic brake control pressure p1, p2 is already present at the pneumatic control input or at the backup valve of the at least one pressure control module before a defect in the electrical service brake circuit has even occurred. In the event of a failure or defect in the electrical service brake circuit, the at least one, then de-energized, electromagnetic backup valve of the at least one pressure control module opens automatically, and the brake pressure can be immediately generated in the pressure control module based on or dependent on the at least one pneumatic brake control pressure p1, p2.

[0019] In particular, the secondary electronic brake control device and the at least one actuator are configured such that the at least one pneumatic brake control pressure p1, p2 is dependent on the autonomous or automatic braking request, which the assistance braking request signal AS represents or embodies. It can be provided that the greater the magnitude of the autonomous or automatic braking request, the greater the at least one pneumatic brake control pressure p1, p2, and that the smaller the magnitude of the autonomous or automatic braking request, the smaller the at least one pneumatic brake control pressure p1, p2.

[0020] Consequently, rapid redundancy for a failed electric service brake circuit is advantageously ensured by controlling the at least one pneumatic service brake circuit by means of the at least one pneumatic brake control pressure p1, p2 in the event that an assistance brake request signal AS is generated by the driver assistance system, regardless of whether the driver actuates the service brake actuating member or not.

[0021] Furthermore, according to a second aspect of the invention, it was recognized that if, for example, both the electric service brake circuit and an electric starter of the vehicle's prime mover are supplied with power from the same primary power source, when the ignition or start signal for the vehicle's prime mover is generated, which starts the vehicle's prime mover, the voltage in the electric service brake circuit may drop so sharply that it is insufficiently powered and therefore does not function. The electric service brake circuit would then be inoperative for the duration of the voltage drop.

[0022] Then, however, as described above, the temporal problem of evaluating the switching condition for switching to the pneumatic service brake circuit would again arise, although in the event of a defect, a rapid reaction is required to generate the wheel brake pressure.

[0023] However, it was recognized that in the event of a voltage drop caused by the generation of the ignition or start signal, the electromagnetic backup valve of the at least one pressure control module is de-energized and opens so that a pneumatic brake control pressure p1, p2 generated by the at least one electrically actuated actuator can be passed through the opened backup valve so that the at least one pressure control module can generate the brake pressure.

[0024] According to a second aspect of the invention, it is then provided that i) the at least one electrically actuated actuator is controlled by the secondary electronic brake control device, which is in particular powered by a secondary electrical supply source, in such a way that, independently of and in particular already before the ignition or start signal for the drive engine of the vehicle is generated, the at least one pneumatic brake control pressure p1, p2 is generated by the at least one electrically actuated actuator and is fed into the at least one pneumatic control input of the at least one pressure control module.

[0025] Consequently, the at least one pneumatic brake control pressure p1, p2 is already present at the pneumatic control input or at the backup valve of the at least one pressure control module before the ignition or start signal for the vehicle's drive engine has even been generated. In the event of a voltage drop caused by the ignition or start signal and the resulting failure or defect of the electrical service brake circuit, the at least one, then de-energized, electromagnetic backup valve of the at least one pressure control module opens automatically, and the brake pressure can be immediately generated in the pressure control module based on or dependent on the at least one pneumatic brake control pressure p1, p2.

[0026] Preferred developments of the invention are specified in the subclaims.

[0027] Particularly preferably, the secondary electronic brake control device and the at least one electric actuator are designed in such a way or the at least one actuator is controlled by the secondary electronic brake control device in such a way that in response to each assistance brake request signal (AS) and / or and / or each brake actuation signal BS, which represents a particularly autonomous or automatic brake request which is greater in magnitude than the magnitude of a limit brake request a limit, the at least one pneumatic brake control pressure p1, p2 is generated and fed into the at least one pneumatic control input of the pressure control module.

[0028] As a result, the at least one pneumatic brake control pressure p1, p2 is immediately and directly applied to the at least one electromagnetic backup valve of the at least one pressure control module, which is (still) closed by energization, in response to each (generated) assistance brake request signal AS and / or to each brake actuation signal (BS) which represents a brake request that is greater in magnitude than the magnitude of the limit brake request a grenz.

[0029] In particular, the limit braking demand a limit can be zero or represent a deceleration other than zero. In particular, if the limit braking demand a limit represents a deceleration other than zero, then the pneumatic control pressure p St and consequently the at least one brake control pressure p1, p2 are only generated, for example, once the vehicle has reached a limit deceleration and are used to control the pneumatic service brake circuit. This has the advantage of reducing actuator wear and improving acoustic behavior because the at least one brake control pressure p1, p2 is not generated for every braking demand, no matter how small.

[0030] In particular, a data connection can also be provided between the primary electronic brake control device and the secondary electronic brake control device, in particular for data and signal exchange and / or for the purpose of mutual monitoring.

[0031] The service brake input device can, in particular, be a purely electrical service brake input device that generates only the electrical actuation signal (BS) but no pneumatic brake control pressure, or an electro-pneumatic service brake valve device that, in addition to the electrical channel, generates the at least one pneumatic brake control pressure p1, p2 in at least one pneumatic channel. The service brake input device can have a service brake actuation element and, within the at least one electrical service brake circuit, at least one electrical channel with at least one electrical brake value transmitter that can be actuated by the service brake actuation element and that generates the electrical actuation signal BS depending on an actuation of the service brake actuation element.

[0032] Alternatively, the service brake input device can also be formed by any electronic control unit, in particular an electronic control unit of an autopilot device which controls or regulates the vehicle automatically or autonomously.

[0033] The electropneumatic service brake valve device can also be designed such that, by actuating the service brake actuating member due to a driver brake request, at least one control piston of the service brake valve device is loaded with a first actuating force F 1 and the control piston directly or indirectly controls at least one double seat valve of the service brake valve device containing an inlet seat and an outlet seat in order to generate the at least one pneumatic brake control pressure p1, p2.

[0034] Preferably, the at least one electrically actuated actuator may comprise the service brake valve device and means for generating a second actuating force F 2 which acts on the at least one control piston of the service brake valve device in parallel and in the same or opposite direction with respect to the first actuating force F 1.

[0035] In particular, the means for generating the second actuating force may include an electrically controlled, in particular electrical, electro-hydraulic or electro-pneumatic force generator.

[0036] According to a further development, the electropneumatic force generator can comprise a solenoid valve device fed from a compressed air supply with supply compressed air under supply pressure, which solenoid valve device generates a pneumatic control pressure p St on the control piston of the service brake valve device on the basis of the supply compressed air, on which the second actuating force F 2 is based.

[0037] The solenoid valve device can, for example, comprise an inlet / outlet solenoid valve combination of one or more 2 / 2-way solenoid valves, or of a 3 / 2-way solenoid valve and a 2 / 2-way solenoid valve, or one or more proportional solenoid valves and optionally additionally at least one relay valve.

[0038] It can also be provided that the primary electronic brake control device, the integrated control unit of the at least one pressure control module and the brake value transmitter of the service brake valve device are connected to a primary control connection SV1.

[0039] The primary control connection SV1 is preferably separate and independent from a secondary control connection SV2, to which the secondary electronic brake control device and at least part of the force generator are connected. This ensures independence of the energy, data, and signal flow, which has a positive effect on the availability of the electropneumatic service brake device.

[0040] The driver assistance system may, for example, comprise an autopilot device for at least partially autonomous driving or for autonomous driving, a vehicle dynamics control system (ESP) or an emergency braking assistant.

[0041] In particular, the driver assistance system can generate the assistance braking request signal AS automatically and independently of a driver braking request or of the electrical actuation signal BS.

[0042] A control logic of the driver assistance system or the driver assistance system can in particular also be implemented in the primary electronic brake control device and / or in the secondary electronic brake control device.

[0043] The primary electronic brake control device may also be supplied with electrical energy from a primary supply source which is independent of a secondary supply source which supplies electrical energy to the secondary electronic brake control device.

[0044] The secondary electronic brake control device and the at least one actuator can be designed such that the at least one pneumatic brake control pressure p2 is generated as a function of at least the following variables and is fed into the at least one pneumatic control input of the pressure control module: a) a mass ratio between a towing vehicle and a trailer, b) the axle loads of at least two axles of the vehicle, c) a number of pneumatic channels of the service brake valve device.

[0045] According to a further development, the primary electronic brake control device can generate the first electrical brake request signal S1 depending on the electrical actuation signal BS and / or depending on the assistance brake request signal AS.

[0046] Pressure control valves that can be electrically controlled by the primary electronic brake control unit and / or the secondary electronic brake control unit can also be provided, allowing the brake pressure in a pneumatic wheel brake actuator to be individually controlled. These pressure control valves are designed, in particular, as ABS pressure control valves and are connected, for example, between the at least one pressure control module and the pneumatic wheel brake actuator(s) in order to maintain, reduce, or increase the brake pressure depending on the brake slip.

[0047] Preferably, the electropneumatic service brake device can comprise at least a first brake circuit and a second brake circuit, wherein the brake pressure is generated individually for each brake circuit.

[0048] The electro-pneumatic service brake valve device can also be designed such that it generates a first pneumatic brake control pressure p1 for a first pneumatic service brake circuit and a second pneumatic brake control pressure p2 for a second pneumatic service brake circuit in a circuit-separated manner.

[0049] Furthermore, the electro-pneumatic service brake device can comprise at least a first brake circuit for a first axle (VA) of the vehicle and at least a second brake circuit for a second axle (HA) of the vehicle and can be designed such that a first brake pressure p VA for the first brake circuit and a second brake pressure p HA for the second brake circuit are individually generated, wherein the pressure control module is designed as a 2-channel pressure control module and generates the first brake pressure p VA on the basis of the first pneumatic brake control pressure p1 and the second brake pressure p HA on the basis of the second pneumatic brake control pressure (p2).

[0050] The electro-pneumatic service brake device can also comprise a trailer control module which is designed as a pressure control module and which is electrically controlled at its electrical control input by the first electrical brake request signal S1, and which is pneumatically controlled at its pneumatic control input by the first brake pressure p VA or the second brake pressure p HA.

[0051] With the electropneumatic service brake system, a) a normal operation is provided in which a control / regulation of the electrical service brake circuit is carried out in particular exclusively by the primary brake control device, and / or b) a first redundancy level is provided in which a control of the at least one pneumatic service brake circuit is carried out by the at least one pneumatic brake control pressure (p1, p2) generated by the electrically actuated actuator, and / or c) a second redundancy level is provided in which a pneumatic control of the at least one pneumatic service brake circuit is carried out in particular exclusively by the at least one pneumatic brake control pressure (p1, p2) generated by an actuation of the service brake actuating member.

[0052] The invention also relates to a vehicle, in particular a towing vehicle, which is designed to tow a trailer, which comprises electrical equipment as described above.

[0053] Advantageous developments of the invention emerge from the patent claims, the description, and the drawings. The advantages of features and combinations of several features mentioned in the introduction to the description are merely examples and can be used alternatively or cumulatively, without the advantages necessarily having to be achieved by embodiments according to the invention. Further features can be found in the drawings—in particular the illustrated geometries and the relative dimensions of several components to one another, as well as their relative arrangement and operative connection. The combination of features of different embodiments of the invention or of features of different patent claims is also possible, deviating from the selected references to the patent claims, and is hereby suggested. This also applies to features that are illustrated in separate drawings or mentioned in their description.These features can also be combined with features of different patent claims. Likewise, features listed in the patent claims can be omitted for further embodiments of the invention. drawing

[0054] A preferred embodiment of the invention is shown in the drawing and explained in more detail in the following description. In the drawing, Fig. 1 is a schematic circuit diagram of a preferred embodiment of an electrical equipment according to the invention, showing pneumatic connections; Fig. 2 is a schematic circuit diagram of the electrical equipment of Fig. 1 , where electrical connections and partly pneumatic connections are shown; Fig. 3 a schematic cross-sectional view of a service brake valve device of an electro-pneumatic service brake device of the electrical equipment of Fig. 1 and Fig. 2according to a preferred embodiment of the invention in a "drive" position. Description of the embodiment

[0055] Fig. 1 shows a schematic circuit diagram of a preferred embodiment of an electrical equipment according to the invention, with an electropneumatic service brake device 80, wherein pneumatic connections are shown and Fig. 2 a schematic diagram of the electrical equipment of Fig. 1 , where electrical connections and some pneumatic connections are shown. The following description of the electrical equipment refers to both figures.

[0056] A front axle (VA) and a rear axle (RA) are shown, each having wheels 1 rotatably mounted on an axle 2. Each wheel 1 is assigned a pneumatic wheel brake actuator 4, which in the example shown is designed as a pneumatic service brake cylinder. Such a pneumatic wheel brake actuator 4 is arranged on each wheel 1 and, for example, actuates a disc brake 3 to generate a braking force.

[0057] To perform service braking, the pneumatic wheel brake actuator 4 is subjected to a brake pressure p VA or p HA, which creates a frictional force in the disc brake 3, resulting in a braking torque. Furthermore, speed sensors (not shown) are provided on the wheels 1 to detect the speeds of individual wheels 1 and process them in higher-level functions such as ABS, ASR, or ESP.

[0058] For the sake of clarity, further components of the vehicle, in particular the axle structure and the brake structure, have been omitted from this illustration. Furthermore, such a brake and vehicle structure is not to be regarded as limiting the subject matter of the invention. It serves merely as an example to clarify the mode of operation of the subject matter according to the invention. Rather, alternative construction options for an electropneumatic service brake device are also conceivable, such as drum brakes instead of the disc brakes 3 shown. Other vehicle designs are also conceivable. For example, more than one front or rear axle VA, HA, i.e. a total of more than two axles, could be provided.

[0059] The electropneumatic service brake device 80 is now described below. It has a compressed air reservoir 10, which supplies various components 18, 20, 24, 82 of the electropneumatic service brake device 80 with compressed air via supply lines 14, 14a, 14b, 14c.

[0060] A component represents a Fig. 3schematically shown electropneumatic service brake valve device 18, here for example in the form of a foot brake module, which is connected to the supply line 14 via a supply inlet 15. The service brake valve device 18 is supplied with compressed air via this. The service brake valve device 18 further has a pneumatic control inlet 19, via which it can receive a pneumatic control pressure p St, with which the service brake valve device 18 is then pneumatically controlled. In addition, the service brake valve device 18 has two pneumatic control outputs 16, 17, via which it can output a first pneumatic brake control pressure p 1 and / or a second pneumatic brake control pressure p 2 into pneumatic control lines 22, 23.

[0061] Furthermore, the service brake valve device 18 has a service brake actuating element 94, such as a brake pedal, via which braking requests from a driver can be input. The service brake valve device 18 is designed to transmit a braking request from the driver via a Fig. 3 shown, in particular electrical and contactless operating brake value transmitter 86 within its electrical channel and to control it as an actuation-dependent electrical actuation signal BS into a primary control connection SV1, as in Fig. 2is shown. The electrical actuation signal BS is then fed via the primary control connection SV1 into a primary electronic brake control device 40, which here is formed, for example, by the electronic EBS control unit. Depending on the actuation signal BS, the primary electronic brake control device 40 then generates a first electrical brake request signal S1, which also takes into account higher-level functions such as axle load-dependent brake force distribution. In this respect, the first electrical brake request signal S1 can also be different for the front axle VA and rear axle HA or is generated on an axle-specific basis.

[0062] The service brake valve device 18 has a housing in which a tappet piston 91 is axially movably received with a tappet receptacle 92 projecting through a cover opening of a housing cover. A tappet (not shown here) projects from above into the tappet receptacle 92 and is connected to the service brake actuating member 94, here, for example, in the form of a foot brake plate. Therefore, when the driver actuates the service brake actuating member 94, the tappet presses into the tappet receptacle 92 and the tappet piston 91 is moved by the actuating force into Fig. 3 downwards, as indicated by the arrow. The plunger piston 91 transmits the actuating force to a control piston 85, which is also axially movable in the housing 2, preferably via a plunger piston compression spring 102.

[0063] Furthermore, the control piston 85 is mechanically connected to the tappet piston 91 via a tappet piston rod 87, wherein the tappet piston rod 87 is connected to the tappet piston 91 and can axially abut in an end of the control piston 85 designed as a cup-shaped sleeve 103 when the tappet piston rod 87 has reached the bottom of the sleeve 103, for example when the tappet piston 91 is moved towards the control piston 85 as a result of actuation of the service brake actuating element 94. On the other hand, the tappet piston rod 87 can slide in the sleeve 103 when the tappet piston 91 is moved away from the control piston 85.

[0064] On the other side of the control piston 85, an outlet seat of a double-seat valve 88 is formed on a piston rod of the control piston 85. This outlet seat seals against a cup-shaped, hollow valve body of the double-seat valve 88, which is mounted axially movably in the housing, or lifts off from it, opening a flow cross-section between a working chamber 98 and a head-side through-opening in the valve body, which leads to a vent connection 99. The working chamber 98 is connected to the control outputs 16, 17, and these are connected to the control lines 22, 23, which in turn are connected to the pneumatic control inputs 95, 96 of a pressure control module 20. For simplicity, the control outputs 16, 17 are placed in one connection in the drawing; in reality, however, two separate control outputs 16, 17 are present.

[0065] In the service brake valve device 18, a control chamber 90 is formed between the plunger piston 91 and the surface of the control piston 85 facing it. The pneumatic control inlet 19 on the housing opens into the control chamber 90.

[0066] The control line 13 and thus also the control output 84 of a solenoid valve device 82 are connected to the pneumatic control input 19. The solenoid valve device 82 is connected at its supply input 83 to the supply line 14a connected to a compressed air supply 10. Furthermore, the housing of the service brake valve device 18 also has the supply input 15, to which the supply line 14 is connected and which is connected to a storage chamber 89 of the service brake valve device 18.

[0067] The valve body is urged against an inlet seat of the double-seat valve 88 by means of a valve body compression spring supported on the bottom of the housing and on the interior of the valve body. The inlet seat is formed on a radially inner edge of a central through-bore in another inner wall of the housing. When the valve body is lifted from the inlet seat against the action of the valve body compression spring, a flow cross-section is opened between the supply inlet 15 or the storage chamber 89 and the working chamber 98, which allows a flow of compressed air under storage pressure into the control outputs 16, 17, i.e., into the control lines 22, 23, in order to ventilate the wheel brake actuators 4 of the respective axle or the respective brake circuit, front axle brake circuit and rear axle brake circuit.

[0068] In Fig. 3The "drive" position of the service brake valve device 18 is shown, in which the outlet seat is lifted from the valve body and the control outputs 16, 17 and thus also the wheel brake actuators 4 connected thereto are connected to the vent connection 99. This releases the active pneumatic wheel brake actuators 4.

[0069] A pressure control module 20 according to Fig. 1 and Fig. 2is well known, for example, from page 763, in particular Figure E of "Kraftfahrtechnisches Taschenbuch" (Motor Engineering Handbook), 24th edition, April 2002, Robert Bosch GmbH. The two-channel pressure control module 20, for example, contains an electromagnetic backup valve for each channel (here, for example, the front axle channel and the rear axle channel), which is controlled by the primary electronic brake control unit 40, with each backup valve connected to a pneumatic control input 95, 96. On the output side, the backup valve is connected to a pneumatic control input of an integrated relay valve. Such a backup valve switches to its blocking position when energized by the primary electronic brake control unit 40, i.e., when the electrical service brake circuit is intact, and thereby retains a pneumatic brake control pressure applied to it.When energized, the backup valve switches to its through position, allowing the pneumatic brake control pressure to act on the relay valve, which then amplifies the pneumatic brake control pressure based on the supply pressure from the compressed air supply 10 fed into the pressure control module 20 and then outputs it as front axle brake pressure p VA and rear axle brake pressure p HA at pressure outputs of the pressure control module 20 in lines 26, 27, which are connected to the wheel brake actuators 4 via pressure control valves 28. The pressure control valves 28 are preferably connected to the primary control connection SV1 and to a secondary control connection SV2.

[0070] In addition, the pressure control module 20 includes an inlet-outlet solenoid valve combination controlled by an integrated electronic pressure control module control unit, which is connected on the output side to the pneumatic control input of the relay valve. Therefore, the relay valve can be actuated either by the pneumatic brake control pressure controlled through the de-energized backup valve or by the pneumatic brake control pressure generated electrically by controlling the inlet-outlet solenoid valve combination using the integrated electronic pressure control module control unit. The pressure control module control unit is connected via an electrical control input 97 to the primary control connection SV1, to which the primary electronic brake control device 40 is also connected, whereby the pressure control module control unit can be controlled or supplied with control signals by the primary electronic brake control device 40.

[0071] Additionally, such a pressure control module 20 incorporates a pressure sensor for measuring the actual brake pressure p VA or p HA controlled by the relay valve. The actual brake pressure measured by the pressure sensor is then compared with a target brake pressure for pressure control purposes. The target brake pressure is represented by a first electrical brake request signal S1, which is fed into the primary control connection SV1 by the primary electronic brake control device 40. For this purpose, the electronic pressure control module control unit of the pressure control module 20 includes corresponding pressure control routines.

[0072] The solenoid valve device 82 enables electronically controlled ventilation or venting of the control chamber 90 and is electrically controlled by a secondary electronic brake control device 41. For this purpose, the solenoid valve device 82 is connected via an electrical control input to a secondary control connection SV2, which here is formed, for example, by a second CAN data bus.

[0073] In particular, the primary electronic brake control device 40, the electrical / electronic part of the pressure control module 20 and the brake value transmitter 86 of the service brake valve device 18 are connected to the primary control connection SV1, which is separate and independent from the secondary control connection SV2, to which the secondary electronic brake control device 41 and the solenoid valve device 82 are connected.

[0074] In particular, a data connection 101 can be provided between the primary electronic brake control device 40 and the secondary electronic brake control device 41, in particular for data and signal exchange and / or for the purpose of mutual monitoring. In particular, the actuation signal BS and / or the first electrical brake request signal S1 can be fed into the secondary electronic brake control device 41 and / or the second electrical brake request signal S2 can be fed into the primary electronic brake control device 40 via the data connection 101. The integrity of the primary electronic brake control device 40 and the secondary electronic brake control device 41 is not required for this, because the signals are preferably simply looped through.

[0075] The solenoid valve device 82 preferably has, in addition to a Fig. 3shown vent 100 at least one pressure sensor, not shown here, for measuring the actual value of the pneumatic control pressure p ST at the control output 84, so that in conjunction with corresponding algorithms in the secondary electronic brake control device 41, to which this actual value is reported, a pressure control of the modulated control pressure p ST is possible or is also preferably carried out.

[0076] The secondary electronic brake control device 41 controls the solenoid valve device 82 via the secondary control connection SV2 by means of a second electrical brake request signal S2, wherein the solenoid valve device 82 then generates the pneumatic control pressure p ST at the control output 84 as a function of the second electrical brake request signal S2.

[0077] For example, within the solenoid valve device 82, an electropneumatic proportional valve can ensure a control pressure p St at the control output 84 that is (proportionally) controlled in accordance with the second electrical brake request signal S2, wherein ventilation and venting are also possible. In a further embodiment not shown here, an inlet / outlet valve combination, for example consisting of two 2 / 2-way solenoid valves, can be provided, wherein the inlet valve connected to the supply inlet 83 is closed when de-energized and open when energized, and the outlet valve is open when de-energized and closed when energized. According to a further embodiment, a 3 / 2-way solenoid valve can also be used as the solenoid valve device 82 as a ventilation and venting valve with a ventilation position and a ventilation position in combination with a 2 / 2-way solenoid valve as a holding valve, which maintains the pressure at the control output in its blocking position.

[0078] Such a solenoid valve device 82 can be used in particular in each of the embodiments described above in combination with a pressure sensor and a control pressure regulator implemented in the secondary electronic brake control device 41 in order to regulate the pneumatic control pressure p St present at the control output 84.

[0079] Furthermore, the electrical equipment includes a driver assistance system 93 such as an autopilot device or an emergency brake assistant, which can automatically generate braking requests, which are then represented by an assistance braking request signal AS, which is here, for example, fed into both the primary electronic brake control device 40 and the secondary electronic brake control device 41, as Fig. 2Alternatively, the assistance braking request signal AS could also be fed only into the secondary electronic brake control unit 41. With the autopilot system, at least partially autonomous driving is possible.

[0080] The routines of the driver assistance system 93 could also be implemented in the primary electronic brake control device 40 and / or in the secondary electronic brake control device 41.

[0081] Last but not least, the primary electronic brake control device 40 is supplied with electrical energy from a primary supply source 52, which is independent of a secondary supply source 58, which supplies the secondary electronic brake control device 41 with electrical energy.

[0082] In the following, a normal operation, a first redundancy level, a second redundancy level and a start-up operation of the electropneumatic service brake device are described. NORMAL OPERATION Driver braking

[0083] When the driver actuates the service brake actuating element 94 of the service brake valve device 18, which corresponds to a driver braking request, the degree of actuation is measured in the intact primary electrical service brake circuit by the two redundant, preferably axially arranged one behind the other and preferably contactless brake value sensors 86. The electrical actuation signal BS detected by the brake value sensor 86 is generated in the electrical channel of the service brake valve device 18, made databus-capable, and fed into the primary electronic brake control device 40 via the primary control connection PV1.Since higher-level functions such as axle load-dependent brake force distribution are implemented in the primary electronic brake control unit 40, a first brake request signal S1 is generated there separately for the front axle VA and the rear axle HA on the basis of the electrical actuation signal BS and fed into the relevant channel of the pressure control module 20 and into the trailer control module 24. There, the brake pressure p VA for the front axle VA and the brake pressure p HA for the rear axle HA are then generated by the integrated solenoid valves and the relay valves based on the respective brake request signal S1 and fed into the wheel brake actuators 4 via the pressure control valves 28, which are open here, for example, in order to implement the requested service braking.In an analogous manner, the trailer control module 24, which is also designed as a pressure control module, converts the first brake request signal S1 into a trailer brake pressure p trailer, which is then fed into a possibly coupled trailer via a coupling head "trailer" (not shown here).

[0084] For example, with the brake pressure p VA for the front axle VA as the pneumatic control pressure, the trailer control module 24 is pneumatically controlled in the subordinate pneumatic brake circuit, whereby this pneumatic control pressure is held back by the integrated, energized and thus closed backup valve and is therefore not implemented.

[0085] If excessive brake slip occurs during the braking requested by the driver, the primary electronic brake control device 40, in which ABS routines are preferably implemented, controls the pressure control valves 28 connected to the primary control connection SV1 and to the secondary control connection SV2 ( Fig. 2 ) to regulate the brake pressure individually for each wheel until brake slip is permitted. The same naturally also applies to the wheel-individual control / regulation of the brake pressure within the framework of the ESP (electronic stability control system).

[0086] In parallel, when the driver requests the brake in the subordinate pneumatic service brake circuit or in the two pneumatic channels of the service brake valve device 18, the tappet piston 91 is moved downwards, whereby the tappet piston 91 is pressed against the bottom of the cup-shaped sleeve 103 and the control piston 85 is also moved downwards until the outlet seat seals against the valve body and thus closes the connection between the control outputs 16, 17 for the pneumatic service brake circuits and the vent connection 99, so that no further venting of the associated wheel brake actuators 4 can take place.

[0087] Upon further actuation of the service brake actuating element 94 in response to the driver's brake request, the valve body, with its adjacent outlet seat, is then forced downward, lifting off the inlet seat. This causes compressed air at reservoir pressure to flow from the reservoir chamber 89 into the working chamber 98 and from there into the control outputs 16, 17 for the pneumatic service brake circuits or into the associated wheel brake actuators 4, in order to ventilate and thus apply them. This is purely driver braking, in which, due to the actuating force exerted by the driver on the service brake actuating element 94 in response to the driver's brake request, a first actuating force F1 is exerted on the control piston 85 via the tappet piston compression spring 102, which ultimately places the control piston in its ventilated position.

[0088] During such braking initiated purely by a driver brake request, the solenoid valve device 82 is controlled by the secondary electronic brake control device 41 into the venting position, in which the control chamber 90 is connected to the atmosphere, to avoid pressure effects that could arise as a result of the expansion of the control chamber 90. The secondary electronic brake control device 41 receives the command for this, for example, via the data connection 101, from the primary electronic brake control device 41.

[0089] However, since the priority electrical service brake circuit is intact, the first and second brake control pressures p1 and p2 present at the control outputs 16, 17 and fed into the pneumatic control inputs 95, 96 of the pressure control module 20 via the control lines 22, 23 are retained at the then energized and consequently closed backup valves in the pressure control module 20 and are not forwarded to the integrated relay valves.

[0090] This means that if the primary electric service brake circuit is intact, the secondary pneumatic service brake circuit is ineffective. Automatic / Autonomous Braking

[0091] In the following, the case will be considered in which the driver does not make a braking request and therefore does not actuate the service brake actuating element 94, but the driver assistance system 93 sends an assistance braking request signal AS to both the primary electronic brake control device 40 and the secondary electronic brake control device 41, as in Fig. 2 is indicated.

[0092] In this case, the primary electronic brake control unit 40 can generate a first electrical brake request signal S1 based on the assistance brake request signal AS, which is then converted into corresponding brake pressures P VA , p HA , and p Trailer in the electrical service brake circuit, as described above, by the pressure control module 20 and the brake control module 24. Consequently, the assistance brake request signal AS is then implemented by the intact electrical service brake circuit or the intact pressure control module 20.

[0093] In parallel or simultaneously, the secondary electronic brake control device 41 generates the second electrical brake request signal S2 based on the assistance brake request signal AS. This signal is fed via the secondary control connection SV2 into the solenoid valve device 82, which is then placed in the ventilation position and thereby generates the pneumatic control pressure p St, which is applied to the control chamber 90. The control pressure p St then prevailing in the control chamber 90 acts on the tappet piston 91 that delimits it and thus on the service brake actuating element 94, which the driver can feel on their foot when they touch the service brake actuating element 94 (pedal reaction). The driver can thus feel the initiation of automatic braking on their foot.

[0094] Depending on the modulation of the pneumatic control pressure p St introduced into the control chamber 90, it is then possible to set a defined second actuating force F2 on the control piston 85. The second actuating force F2, which preferably acts on the control piston 85 in parallel and in the same direction with respect to the first actuating force F1, ensures, as described above for the first actuating force F1, the generation of the first and second pneumatic brake control pressures p1, p2, which are fed into the pressure control module 20 at the control outputs 16, 17 and via the control lines 22, 23. There, however, the first and second pneumatic brake control pressures p1, p2 are held back by the backup valves, which are energized by the primary electronic brake control device 40 and thus kept closed, and are therefore (initially) ineffective.However, the first and second pneumatic brake control pressures p1, p2 can immediately become effective in the pressure control module 20 at the integrated relay valves when the backup valves are de-energized and thereby open due to a defect in the electrical service brake circuit. Combination of driver braking and autonomous / automatic braking

[0095] Furthermore, a situation is also conceivable in which braking is to be carried out in response to both a driver braking request and an automatically generated braking request, for example when the driver brakes due to an emergency braking situation, but the braking request of the driver assistance system, e.g. in the form of an emergency braking assistant or an autopilot device, is greater than the braking request of the driver.

[0096] Then, in the electric service brake circuit controlled by the primary electronic brake control unit 40, the brake pressures p VA and p HA are formed primarily on the basis of the assistance brake request signal AS. In other words, in the priority electric service brake circuit, the driver's braking request is overridden by the braking request of the driver assistance system.

[0097] In parallel, the first actuating force F1 from the driver's brake request and the second actuating force F2 from the automatically generated brake request act on the control piston 85 of the service brake valve device 18 in the same direction and in parallel, whereby the actuating forces F1, F2 on the control piston 85 add up and then the first pneumatic brake control pressure p1 and the second pneumatic brake control pressure p2 are output at the control outputs 16, 17 via the control lines 22, 23 into the pneumatic control inputs 95, 96 of the pressure control module 20, but are held back there by the backup valves powered by the primary electronic brake control device 40. FIRST LEVEL OF REDUNDANCY

[0098] If a defect or error now occurs in the priority electrical service brake circuit, be it because the primary supply source 52, the primary electronic brake control 40 and / or the electrical / electronic part of the pressure control module 20 is defective or has failed, the two backup valves integrated in the pressure control module 20 are de-energized and thereby switch to their open position, whereby in the event of a braking request from the driver assistance system 93, ie after the second electrical braking request signal S2 has been generated, the first and second brake control pressures p1, p2 already present there can control the relevant integrated relay valve, whereby the braking pressure p VA for the front axle VA and the braking pressure p HA for the rear axle HA can be generated.Since, for example, the brake pressure p VA for the front axle is used as the pneumatic control pressure for the trailer control module 24, the trailer brake pressure p trailer can also be generated so that a trailer that may be coupled can also be braked.

[0099] In the first redundancy level, it is therefore assumed that the secondary electronic brake control 40 is intact, since otherwise no second electrical brake request signal S2 is generated and the first and second pneumatic brake control pressures p1 and p2 can be formed depending thereon.

[0100] For the wheel-individual adjustment of the brake pressures p VA and p HA , for example within the framework of a brake slip control ABS, a traction control ASR and / or a vehicle dynamics control ESP, the intact secondary electronic brake control 41 can individually control the pressure control valves 28 via the secondary control connection SV2 ("pressure maintenance", "pressure reduction", "pressure increase").

[0101] In the first redundancy level, if the electrical service brake circuit fails, there is an electrical redundancy due to the first and second pneumatic brake control pressures p1 and p2 in the then effective first and second pneumatic brake circuits, because the first and second pneumatic brake control pressures p1 and p2 are then generated electrically and automatically by means of the secondary electronic brake control 40

[0102] Furthermore, if the electric service brake circuit fails, an automatic brake request is implemented by the first and second pneumatic brake control pressures p1 and p2 in the then also active first and second pneumatic brake circuits, wherein the first and second brake control pressures p1 and p2 can then become effective immediately if the electric service brake circuit fails because they have already been generated in response to the assistance brake request signal AS and are then already present at the backup valves of the pressure control module 20. SECOND LEVEL OF REDUNDANCY

[0103] If, based on the state of the electropneumatic service brake device 18 in the first redundancy level, ie if the primary electronic brake control device 40 has failed, a defect or error now also occurs in the control of the pneumatic service brake circuit by the secondary electronic brake control device 41 and the solenoid valve device 82, the first and second pneumatic brake control pressures p1 and p2 can no longer be generated electrically, so that autonomous or automatic braking operation by the driver assistance system 93 is no longer possible.

[0104] The pneumatic service brake circuit can then only be controlled by braking requests from the driver and the then mechanically generated first and second pneumatic brake control pressures p1 and p2. Since the backup valves in the pressure control module 20 are then de-energized and consequently switched to their through position, the first and second pneumatic brake control pressures p1 and p2 in the pressure control module 20 generate the brake pressure p VA for the front axle and the brake pressure p HA for the rear axle HA. Since the brake pressure p VA for the front axle VA is preferably used as the pneumatic control pressure for the trailer control module 24, the trailer brake pressure p trailer can also be generated, so that any trailer coupled to the vehicle can also be braked.

[0105] However, due to the failure of all electrical service brake circuits, pressure control and control of the pressure control valves 28 are no longer possible, so that the brake pressures p VA and p HA can no longer be controlled individually for each wheel.

[0106] As described above, the electropneumatic service brake device 80 and in particular the secondary electronic brake control device 41 (by appropriate programming), the solenoid valve device 82 and the service brake valve device 18 are designed such that the first and second pneumatic brake control pressures p1 and p2 are generated, for example, in response to each automatically generated assistance brake request signal AS, which represents an autonomous or automatic brake request, and are then immediately and directly applied to the electromagnetic backup valve of the pressure control module 20, which is (still) closed by current supply.

[0107] Regardless of whether driver braking and / or automatic braking is requested, the first pneumatic brake control pressure p1 and the second pneumatic brake control pressure p2 are always present in the pressure control module 20 and can therefore ensure that the brake pressures p VA , p HA and p trailer are generated immediately after the failure of the electrical service brake circuit.

[0108] However, in order to reduce wear on the solenoid valve device 82 and on the service brake valve device 18, which, as described above, are actually activated with every autonomous or automatic braking request, and also to reduce the resulting acoustic stress, the pneumatic control pressure p St and / or the first and second pneumatic brake control pressures p1 and p2 are preferably only generated electrically when the magnitude of the automatic or autonomous braking request represented by the assistance braking request signal AS is greater than the magnitude of a limit braking request a grenz . This limitation can be implemented, for example, by appropriate programming of the secondary electronic brake control device 41.

[0109] Therefore, the limit braking request a limit is preferably a deceleration other than zero or represents such a deceleration, for example -3 m / s 2< . Therefore, if, for example, an automatic or autonomous braking request (deceleration) of -4 m / s 2< is requested, first and second pneumatic brake control pressures p1 and p2 would be generated electrically, but not for an automatic or autonomous braking request (deceleration) of only -2 m / s 2<.

[0110] Alternatively, the limit braking request a limit may also be equal to zero, in which case the first and second pneumatic brake control pressures p1 and p2 are generated electrically for each requested autonomous or automatic braking in which the amount of the braking request is greater than zero.

[0111] The first and second pneumatic brake control pressures p1 and p2 can also be generated depending on at least the following variables and fed into the pneumatic control inputs 95, 96 of the pressure control module 20: a) A mass ratio between the towing vehicle and the trailer, b) the axle loads of the rear axle HA and the front axle VA, c) the number of pneumatic channels of the service brake valve device. START-UP OPERATION

[0112] It has been recognized that if, for example, both the electric service brake circuit and an electric starter of the vehicle's prime mover are supplied with power from the same source, here, for example, from primary power source 52, when the ignition or start signal for the vehicle's prime mover is generated, which then starts the vehicle's prime mover with the help of the starter, the voltage in the electric service brake circuit can drop so sharply that it is insufficiently powered and therefore does not function. The electric service brake circuit would then be inoperative for the duration of the voltage drop.

[0113] However, as described above, the time problem of evaluating the switching condition for switching to the pneumatic service brake circuit would then arise again, although in the event of a defect, a rapid reaction is required to generate the wheel brake pressure.

[0114] It was further recognized that in the event of a voltage drop caused by the generation of the ignition or start signal, the electromagnetic backup valves of the pressure control module 20 are de-energized and open, so that the first and second brake control pressures p1, p2 generated by the solenoid valve device 82 by means of the pneumatic control pressure pSt can be passed through the opened backup valves so that the pressure control module 20 can generate the brake pressures pHA and pVA for the rear axle and the front axle.

[0115] The solenoid valve device 82 is therefore controlled, for example, by the secondary electronic brake control device 41, which is powered by the electrical secondary supply source 58, in such a way that, independently of and in particular before the ignition or start signal for the vehicle's drive engine is generated, the two pneumatic brake control pressures p1, p2 are generated and fed into the two pneumatic control inputs of the pressure control module 20. Since the starter is not supplied with power by the secondary supply source 58, the secondary supply source 58 is not involved in the power supply of the starter, so that no voltage drop occurs when the drive engine is started.

[0116] Consequently, the pneumatic brake control pressures p1, p2 are already present at the pneumatic control inputs or at the backup valves of the pressure control module 20, regardless of the ignition or start signal for the drive motor, especially if the ignition or start signal for the vehicle's drive motor has not yet been generated. In the event of a voltage drop caused by the ignition or start signal and the resulting failure or defect of the electrical service brake circuit, the then de-energized electromagnetic backup valves of the pressure control module 20 open automatically, and the brake pressures pHA and pVA can then be immediately generated in the pressure control module 20 based on or dependent on the pneumatic brake control pressures p1, p2. LIST OF REFERENCE SYMBOLS

[0117] 1 Wheel 2 Axle 3 Disc brake 4 Wheel brake actuator 10 Compressed air supply 13 Control line 14 Supply line 14a Supply line 14b Supply line 14c Supply line 15 Supply input (foot brake module) 16 Control output (foot brake module, interface for front axle and trailer) 17 Control output (foot brake module, interface for rear axle) 18 Service brake valve device 19 Control input foot brake module 20 Pressure control module 22 Control line (for front axle and trailer module 24) 23 Control line (for rear axle) 24 Trailer control module 26 Line 27 Line 28 Pressure control valve 29 Brake line 40 Primary electronic brake control device 41 Secondary electronic brake control device 50 Brake line (to trailer) 52 Primary supply source 58 Secondary supply source 80Electropneumatic service brake device 82Solenoid valve device 83Supply input (solenoid valve device) 84Control output (solenoid valve device) 85Control piston 86Brake value sensor 87Push rod 88Double seat valve 89Storage chamber 90Control chamber91 Plunger piston 92 Plunger mount 93 Driver assistance system 94 Service brake actuating element 95 Pneumatic control input 96 Pneumatic control input 97 Electrical control input 98 Working chamber 99 Bleeding connection 100 Bleeding 101 Data connection 102 Plunger piston compression spring 103 Sleeve SV1 (electronic) primary control connection SV2 (electronic) secondary control connection HA Rear axle VA Front axle BS Electrical actuation signal AS Assistance brake request signal F1 First force F2 Second force S1 First electrical brake request signal S2 Second electrical brake request signal p1 First pneumatic brake control pressure p2 Second pneumatic brake control pressure pSt Pneumatic control pressure pVA Brake pressure front axle pHABrake pressure rear axle pTrailer Trailer brake pressure

Claims

1. Electropneumatic equipment of a vehicle with a prime mover operable by an ignition or starting signal, comprising an electropneumatic service brake device (80), wherein the electropneumatic service brake device (80) has at least: a) pneumatic wheel brake actuators (4), b) at least one electric service brake circuit, c) at least one pneumatic service brake circuit, d) an at least electric service brake input device (18), which generates an electric actuation signal (BS) within the at least one electric service brake circuit, e) within the electric service brake circuit, a primary electronic brake control device (40) which generates a first electric braking request signal (S1) representing a target brake pressure in dependence on the electric actuation signal (BS), f) a secondary electronic brake control device (41) which controls at least one electrically actuated actuator (18, 82) by means of a second electric braking request signal (S2), which actuator is configured to generate at least one pneumatic brake control pressure (p1, p2) based on the second electric braking request signal (S2), g) at least one electropneumatic pressure control module (20) with an integrated electronic control unit as a component of the at least one electric service brake circuit, wherein the at least one electropneumatic pressure control module (20) is configured g1) to receive the first electric braking request signal (S1) at an electric control input (97) of the pressure control module (20) and to generate an electronically controlled brake pressure (pVA, pHA, ptrailer) for the wheel brake actuators (3, 4) within the at least one electric service brake circuit in dependence on the first electric braking request signal (S1), and g2) to receive the at least one pneumatic brake control pressure (p1, p2) at at least one pneumatic control input (95, 96) of the pressure control module (20) and to generate a brake pressure (PvA, pHA, ptrailer) for the wheel brake actuators (3, 4) depending on the at least one pneumatic brake control pressure (p1, p2) within the at least one pneumatic service brake circuit, and g3) to feed the brake pressure (pVA, pHA, ptrailer) into the pneumatic wheel brake actuators (3, 4), g4) the at least one electropneumatic pressure control module (20) comprises at least one electromagnetic backup valve which is connected to the pneumatic control input (95, 96) and which is configured and controlled such that it g4a) retains the at least one pneumatic brake control pressure (p1, p2) when the at least one electric service brake circuit is intact or sufficiently energized, but g4b) otherwise, if the at least one electric service brake circuit has a defect or is insufficiently energized, allows the at least one pneumatic brake control pressure (p1, p2) to pass through so that the at least one pressure control module (20) can generate the brake pressure (pVA, pHA, ptrailer) in dependence on the at least one pneumatic brake control pressure (p1, p2), characterized in that h) the at least one electrically actuated actuator (18, 82) is controlled by the secondary electronic brake control device (41) in dependence on an assistance braking request signal (AS) automatically generated by a driver assistance system (93) and / or in dependence on the electric actuation signal (BS) such that, irrespective of a defect in the electric service brake circuit, the at least one pneumatic brake control pressure (p1, p2) is generated by the electrically actuated actuator (18, 82) in response to the assistance braking request signal (AS) and / or in response to the brake actuation signal (BS), and is fed into the at least one pneumatic control input (95, 96) of the at least one pressure control module (20), and / or wherein i) the at least one electrically actuated actuator (18, 82) is controlled by the secondary electronic brake control device (41) such that the at least one pneumatic brake control pressure (p1, p2) is generated by the at least one electrically actuated actuator (18, 82) independently of a generation of the ignition or start signal for the prime mover of the vehicle and is fed into the at least one pneumatic control input (95, 96) of the at least one pressure control module (20).

2. Electropneumatic equipment according to claim 1, characterized in that the at least one actuator (18, 82) is controlled by the secondary electronic brake control device (41) such that in response to any assistance braking request signal (AS) and / or in response to any brake actuation signal (BS) which represents a braking request of which the absolute value is greater than the absolute value of a limit braking request (alimit), the at least one pneumatic brake control pressure (p1, p2) is generated and fed into the at least one pneumatic control input (95, 96) of the pressure control module (20).

3. Electropneumatic equipment according to claim 2, characterized in that the limit braking request (alimit) is zero or represents a non-zero deceleration.

4. Electropneumatic equipment according to any one of the preceding claims, characterized in that the service brake input device (18) is a) an all-electric service brake input device (18), which only generates the electric actuation signal (BS) but no pneumatic brake control pressure, or b) an electropneumatic service brake valve device, which in addition to the electric channel generates the at least one pneumatic brake control pressure (p1, p2) in at least one pneumatic channel.

5. Electropneumatic equipment according to claim 4, characterized in that the electropneumatic service brake valve device (18) is configured such that by an actuation of a service brake actuating member (94) due to a driver braking request, at least one control piston (85) of the service brake valve device (18) is loaded with a first actuation force (F1) and the control piston (85) directly or indirectly controls at least one double-seat valve (88) of the service brake valve device (18) including an inlet seat and an outlet seat in order to generate the at least one pneumatic brake control pressure (p1, p2).

6. Electropneumatic equipment according to claim 5, characterized in that the at least one electrically actuated actuator (18, 82) comprises the service brake valve device (18) as well as means for generating a second actuation force (F2), which acts in parallel with respect to the first actuation force (F1) and in the same or opposite direction on the at least one control piston (85) of the service brake valve device (18).

7. Electropneumatic equipment according to claim 6, characterized in that the means for generating the second actuation force (F2) include an electrically controlled, in particular electric, electrohydraulic or electropneumatic force generator (82).

8. Electropneumatic equipment according to claim 7, characterized in that the electropneumatic force generator (82) comprises a solenoid valve device which is fed from a compressed air supply (10) with supply compressed air under supply pressure (10), and which generates a pneumatic control pressure (pSt) based on the supply compressed air at the control piston (85) of the service brake valve device (18), on which pressure the second actuation force (F2) is based.

9. Electropneumatic equipment according to any one of claims 5 to 8, characterized in that the electropneumatic service brake valve device (18) is configured to generate a first pneumatic brake control pressure (p1) for a first pneumatic service brake circuit and a second pneumatic brake control pressure (p2) for a second pneumatic service brake circuit, with the circuits being kept separate.

10. Electropneumatic equipment according to any one of the preceding claims, characterized in that the electropneumatic service brake device (80) comprises at least one first brake circuit for a first axle (VA) of the vehicle and at least one second brake circuit for a second axle (HA) of the vehicle, wherein it is configured such that a first brake pressure (pVA) for the first brake circuit and a second brake pressure (pHA) for the second brake circuit are individually generated, wherein the pressure control module (20) is configured as a 2-channel pressure control module and generates the first brake pressure (pVA) based on the first pneumatic brake control pressure (p1) and the second brake pressure (pHA) based on the second pneumatic brake control pressure (p2).

11. Electropneumatic equipment according to claim 9 or 10, characterized in that the electropneumatic service brake device (80) comprises a trailer control module (24) which is configured as a pressure control module and which is electrically controlled at its electric control input by the first electric braking request signal (S1), and which is pneumatically controlled at its pneumatic control input by the first brake pressure (pVA) or the second brake pressure (pHA).

12. Electropneumatic equipment according to any one of the preceding claims, characterized in that the primary electronic brake control device (40), the integrated electronic control unit of the at least one pressure control module (20), and the brake value transmitter (86) of the service brake input device (18) are connected to a primary control connection (SV1) which is separate and independent from a secondary control connection (SV2), to which the secondary electronic brake control device (41) and the at least one electrically actuated actuator (18, 82) are connected.

13. Electropneumatic equipment according to any one of the preceding claims, characterized in that the driver assistance system (93) comprises an autopilot device, an emergency brake assistant, or a vehicle dynamics control system (ESP).

14. Electropneumatic equipment according to any one of the preceding claims, characterized in that the secondary electronic brake control device (41) controls the at least one electrically actuated actuator (18, 82) such that the at least one pneumatic brake control pressure (p1, p2) is generated depending on at least the following variables and is fed into the at least one pneumatic control input (95, 96) of the pressure control module (20): a) a mass ratio between the vehicle and the trailer, b) the axle loads of at least two axles (VA, HA) of the vehicle, c) a number of pneumatic channels of the service brake valve device (18).

15. Electropneumatic equipment according to any one of the preceding claims, characterized in that the primary electronic brake control device (40) generates the first electric braking request signal (S1) depending on the electric actuation signal (BS) and / or depending on the assistance braking request signal (AS).

16. Electropneumatic equipment according to any one of the preceding claims, characterized in that electrically controllable pressure control valves (28) are provided by the primary electronic brake control device (40) and / or by the secondary electronic brake control device (40), and can be used to individually control the brake pressure (pvA, PHA) in a pneumatic wheel brake actuator (4).

17. Electropneumatic equipment according to any one of the preceding claims, characterized in that a) normal operation is provided, in which the electric service brake circuit is subject to open-loop / closed-loop control, in particular exclusively by the primary brake control device (40), and / or in that b) a first redundancy level is provided, in which the at least one pneumatic service brake circuit is controlled by the at least one pneumatic brake control pressure (p1, p2) generated by the electrically actuated actuator (18, 82), and / or in that c) a second redundancy level is provided, in which the at least one pneumatic service brake circuit is pneumatically controlled, in particular exclusively by the at least one pneumatic brake control pressure (p1, p2) generated by actuation of a service brake actuating member (94).

18. Electropneumatic equipment according to any one of the preceding claims, characterized in that within the electric service brake circuit an electric primary supply source (52) is provided, which supplies electric power to the primary electronic brake control device (40).

19. Electropneumatic equipment according to claim 18, characterized in that the electric primary supply source (52) is independent of a secondary supply source (58) which supplies electric power to the secondary electronic brake control device (41).

20. Electropneumatic equipment according to claims 7 and 19, characterized in that the secondary supply source (58) supplies electric power to at least a portion of the force generator (82).

21. Electropneumatic equipment according to any one of the preceding claims, characterized in that the service brake input device (18) has a service brake actuating member (94) and, within the at least one electric service brake circuit, at least one electric channel with at least one electric brake value transmitter (86) which is actuatable by the service brake actuating member (94) and generates the electric actuation signal (BS) in dependence on an actuation of the service brake actuating member (94).

22. Electropneumatic equipment according to any one of the preceding claims, characterized in that the secondary electronic brake control device (41) controls the at least one electrically actuated actuator (18, 82) by the second electric braking request signal (S2) depending on an assistance braking request signal (AS) automatically generated by a driver assistance system (93) and / or depending on the electric actuation signal (BS) and / or independently of the ignition or start signal.

23. Vehicle having a prime mover operable by an ignition or start signal, comprising electropneumatic equipment according to any one of the preceding claims.

24. Vehicle according to claim 23, characterized in that it is configured as a towing vehicle for towing a braked trailer.