REDUNDANT VALVE ARRANGEMENT AND BRAKE SYSTEM WITH PRESSURE CONTROL VIA REDUNDANT ABS VALVES

Description

[0001] The invention relates to a redundancy valve arrangement for the redundant supply of a redundant brake pressure into a service brake pressure path of an electronically controllable pneumatic brake system for a vehicle, preferably a commercial vehicle, an electronically controllable pneumatic brake system for a vehicle, preferably a commercial vehicle, with an operating control unit for controlling the electronically controllable pneumatic brake system in an operating case, at least one operating axle modulator which is connected to the operating control unit and receives operating brake signals from it and, based thereon, controls a service brake pressure for a first axle, and a redundancy control unit for controlling the electronically controllable pneumatic brake system in a redundancy case.Furthermore, the invention also relates to a vehicle, preferably a commercial vehicle, comprising at least a first axle and a second axle, as well as an electronically controllable pneumatic braking system. Furthermore, the invention relates to a method for controlling an electronically controllable pneumatic braking system.

[0002] Concepts for redundant control of brake pressure are intended to enable redundant braking of the vehicle, particularly in the event of a fault in a braking system that partially or completely prevents the control of a service brake pressure. Known concepts for redundant control of brake pressure generally use 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 made available to the front axle modulator in order 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. Austauschseite 2a (to be inserted on page 2 after the last paragraph)

[0004] WO2018172256A1 discloses an electronically controllable braking system with a trailer control valve having a trailer control module, wherein the trailer control module is configured to receive and process an electronically transmitted braking command, and the trailer control valve is configured, controlled by the trailer control module, to generate and output a redundancy control pressure as a function of the electronically transmitted braking command, wherein, if an electrically controlled implementation of the braking command via at least one service brake circuit by a service brake control module is prevented by controlling a service brake brake pressure, the service brake brake pressure is generated as a function of the redundancy control pressure generated in the trailer control valve and can be controlled to the service brakes of the at least one service brake circuit for redundant implementation of the braking command in the vehicle,and / or wherein a trailer control pressure is generated as a function of the redundancy control pressure generated in the trailer control valve and can be output to a trailer for redundant implementation of the braking command in the trailer.

[0005] DE102018108092A1 relates to an electropneumatic dual-channel axle modulator for commercial vehicles. The dual-channel axle modulator has a first supply port for connecting a first compressed air supply and a second supply port for connecting a second compressed air supply, a front axle channel port, a rear axle channel port, an electropneumatic front axle valve assembly connected to the first supply port for controlling a front axle brake pressure at the front axle channel port, and an electropneumatic rear axle valve assembly connected to the second supply port for controlling a rear axle brake pressure at the rear axle channel port. Furthermore, a first redundancy valve assembly is provided, which is connected to the second supply port for controlling a redundant front axle brake pressure at the front axle channel port. Austauschseite 2b (to be inserted after exchange page 2a)

[0006] DE202019106870U1 describes a commercial vehicle brake system with a first electronically controlled brake pressure valve, via which the pneumatic brake pressure at a first pneumatic brake actuator of a first vehicle wheel can be predetermined, and a first changeover valve which is arranged between the first brake pressure valve and the first brake actuator and has a first operating position in which the first changeover valve blocks a connection of the first brake actuator to a first redundancy line, and a second operating position in which the first changeover valve connects the first brake actuator to the first redundancy line, wherein the pressure in the first redundancy line is controllable by an electronically controlled redundancy valve which controls the pneumatic brake pressure at the first pneumatic brake actuator when the first changeover valve is in the second operating position.

[0007] 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.

[0008] 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.

[0009] The object is achieved in a first aspect of the invention in a redundancy valve arrangement of the type mentioned at the outset in that it has: a service brake pressure connection for receiving a service brake pressure from a service brake pressure modulator, a redundancy brake pressure connection for receiving a redundancy brake pressure from a redundancy brake pressure modulator and a brake actuator connection for connecting at least one brake actuator, wherein the redundancy valve arrangement is electrically controllable in order to selectively control the service brake pressure or the redundancy brake pressure at the brake actuator connection.

[0010] In contrast to the prior art, in which one or more select-high valves or other types of new shuttle valves are used to couple a redundant brake pressure into a service brake pressure path, for example directly at the brake actuator, which valves actuate purely mechanically, in particular the higher of two pressures applied to two different connections, the invention uses the redundancy valve arrangement, which is electrically controllable, to selectively control the service brake pressure or the redundant brake pressure to the brake pressure actuator connection. Provision is made for the service brake pressure and the redundant brake pressure to be provided at two different connections of the redundant valve arrangement and thus to be independent of one another. The service brake pressure is provided by a service brake pressure modulator, and the redundant brake pressure is provided by a redundant brake pressure modulator.The control of the redundancy brake pressure by means of the redundancy valve arrangement at the brake actuator connection is therefore not dependent on the main actuator of the service brake pressure modulator being functional. Rather, it is sufficient if the redundancy brake pressure modulator and the redundancy valve arrangement are functional. An electrically controllable redundancy valve arrangement also allows the service brake pressure or the redundancy brake pressure to be controlled at the brake actuator connection independently of any fault. This means that even in cases where there is no fault in the vehicle, the redundancy brake pressure can be controlled at a brake pressure actuator connection, for example, to test functionality, ensure the operation of valves, increase component service life, compensate for wear, or implement other measures that positively influence efficiency, such as air consumption.

[0011] According to the invention, the redundancy valve arrangement comprises a solenoid valve unit that is connected to at least the service brake pressure connection and the redundancy brake pressure connection and is switchable by at least one first switching signal. Depending on the at least one first switching signal, the service brake pressure or the redundancy brake pressure is controlled at the brake actuator connection. The solenoid valve unit can preferably comprise one or more electromagnetically switchable valves, such as preferably monostable or bistable valves.

[0012] According to the invention, the solenoid valve unit comprises an electromagnetic operating pilot valve and an electromagnetic redundant pilot valve, wherein the operating pilot valve is switchable by the first switching signal and provides a first pilot pressure, and the redundant pilot valve is switchable by a second switching signal and provides a second pilot pressure. Based on the first and second pilot pressures, one or more main valves can then be switched in sequence to enable either the service brake pressure or the redundant brake pressure to be passed to the brake actuator connection.

[0013] The service pilot valve preferably has a first service pilot valve connection connected to the service brake pressure connection, a second service pilot valve connection connected to the redundant brake pressure connection, and a third service pilot valve connection that controls the first pilot pressure. Depending on the first switching signal, the service pilot valve connects either the first service pilot valve connection or the second service pilot valve connection to the third service pilot valve connection. Preferably, in a first switching position, the first service pilot valve connects the second service pilot valve connection to the third service pilot valve connection, and in a second switching position, the first service pilot valve connects the first service pilot valve connection to the third service pilot valve connection.Preferably, the first operating pilot valve is de-energized in the first switching position.

[0014] The redundancy pilot valve is preferably constructed analogously to the service pilot valve. The redundancy pilot valve preferably has a first redundancy pilot valve port connected to the redundancy pressure port, a second redundancy pilot valve port connected to the service brake pressure port, and a third redundancy pilot valve port controlling the second pilot pressure. The redundancy pilot valve preferably connects either the first redundancy pilot valve port or the second redundancy pilot valve port to the third redundancy pilot valve port depending on the second switching signal.

[0015] Preferably, in a first switching position, the redundancy pilot valve connects the second redundancy pilot valve connection to the third redundancy pilot valve connection, and in a second switching position, the first redundancy pilot valve connection to the third redundancy pilot valve connection. Preferably, the redundancy pilot valve is de-energized in the first switching position and is moved to the second switching position by providing the second switching signal. In one variant, the first or second pilot pressure can be directly controlled as volume pressure to the brake actuator connection. In this respect, it can be provided that the service pilot valve and the redundancy pilot valve ultimately connect the service brake pressure connection or redundancy brake pressure connection directly to the brake actuator connection, and thus control the service brake pressure or redundancy brake pressure.The first pilot pressure then preferably corresponds to the service brake pressure and the second pilot pressure preferably corresponds to the redundancy brake pressure.

[0016] In a preferred embodiment, however, it can also be provided that the redundancy valve arrangement has a main valve unit that is connected to the service brake pressure port, the redundancy brake pressure port, and the brake actuator port for selectively blocking the service brake pressure or the redundancy brake pressure. This means that the main valve unit is preferably in a normally open switching position, so that when the main valve unit is not actuated, the service brake pressure or redundancy brake pressure can be passed from the respective service brake pressure ports and redundancy brake pressure port through the main valve unit and output at the brake actuator port. The main valve unit can then be switched to either pass the service brake pressure to the brake actuator port or pass the redundancy brake pressure to the brake actuator port.In the actuated state, preferably at least one of these two pressures is blocked.

[0017] The main valve unit preferably comprises a service main valve having a first service main valve connection connected to the service brake pressure connection and a second service main valve connection connected to the brake actuator connection. Preferably, the service main valve separates the first service main valve connection and the second service main valve connection in a blocking position and connects the first service main valve connection and the second service main valve connection in a flow-through position.Preferably, the main valve unit also has a redundancy main valve, which has a first redundancy main valve connection connected to the redundancy brake pressure connection and a second redundancy main valve connection connected to the brake actuator connection. The redundancy main valve preferably separates the first redundancy main valve connection and the second redundancy main valve connection in a blocking position and connects the first redundancy main valve connection and the second redundancy main valve connection to one another in a flow-through position. The operating main valve and the redundancy main valve can be identical or different, and can be represented in one or two structural units.

[0018] The service main valve is preferably pneumatically switchable. For this purpose, the service main valve preferably has an service control connection which is connected to the solenoid valve unit for receiving the first pilot control pressure, wherein the service main valve is spring-loaded into the blocking position. It can be provided that the service main valve switches from the blocking position to the release position when the first pilot control pressure exceeds a specific first threshold value. It can also be provided that the service main valve switches from the release to the closed position when the first pilot control pressure exceeds a second threshold value. In order to form a reliable fallback level, the service main valve should be designed such that it is in a release position when no first pilot control pressure is being applied, but the service brake pressure is applied to the service brake pressure connection.This allows the first pilot pressure to be activated by actively switching the solenoid valve unit, thus actively blocking the service brake pressure. However, during normal operation, the service main valve should be in the release position so that the service brake pressure can be activated and provided at the brake actuator connection.

[0019] The same applies to the redundancy main valve. This, too, is preferably pneumatically switchable and preferably has a redundancy control port. The redundancy control port is preferably connected to the solenoid valve unit, such as in particular the redundancy pilot valve, to receive the second pilot pressure. The redundancy main valve is preferably spring-loaded into the blocking position. During normal operation, the redundancy brake pressure should be blocked so that only the service brake pressure can be passed from the service brake pressure port to the brake actuator port. Only if the service brake pressure cannot be provided or cannot be provided correctly due to a fault should the service brake pressure port be closed and the redundancy brake pressure passed through and provided at the brake actuator port.

[0020] In a preferred embodiment, both the first switching signal and the second switching signal are provided by a redundancy control unit. This further develops the aspect of a reliable fallback level. In the event that a fault occurs at an operating level, an operating level may not be able to provide the first switching signal or the second switching signal, or may no longer be able to provide it correctly. If a redundancy level is then to take over control, the redundancy control unit can provide the switching signals in a manner that is correct for operation, allowing the service brake pressure to be blocked and the redundancy brake pressure to be controlled and provided at the brake actuator connection.

[0021] In a further preferred embodiment, an ABS valve is connected upstream of the service brake pressure connection, so that an ABS-modulated service brake pressure is provided to the service brake pressure connection. A conventional ABS valve can be provided as an ABS valve, which reduces the service brake pressure depending on signals from one or more wheel speed sensors. In this case, an ABS-modulated service brake pressure is a service brake pressure that is temporarily reduced by an ABS valve according to this specification to prevent a wheel from locking.By already providing an ABS-modulated service brake pressure at the service brake pressure connection, namely in particular by having an ABS valve connected downstream of or integrated into the service brake actuator which controls the service brake pressure at the service brake pressure connection, the service brake pressure which is controlled at the service brake pressure connection can be controlled through the redundancy valve arrangement and controlled at the brake actuator connection and provided by this directly to the brake actuator, while at the same time preventing brake locking.

[0022] An ABS valve can also be connected upstream of the redundancy brake pressure connection in order to also provide the redundancy brake pressure in an ABS-modulated manner.

[0023] Additionally or alternatively, the redundancy valve arrangement can also be designed as an ABS valve and provided to control the service brake pressure received at the service brake pressure connection in an ABS-modulated manner at the brake actuator connection. For this purpose, the redundancy valve arrangement can temporarily reduce the service brake pressure received at the service brake pressure connection depending on one or more signals from one or more wheel speed sensors, thus preventing a wheel from locking. For this purpose, the redundancy valve arrangement can have one or more vent valves that allow the service brake pressure to be temporarily reduced.

[0024] In a further preferred embodiment, the redundancy valve arrangement comprises a quick-vent valve for venting the pressure delivered at the brake actuator connection. The pressure delivered at the brake actuator connection can be the service brake pressure, the redundancy brake pressure, or a pressure derived from these. The pressure delivered at the brake actuator connection is preferably provided directly to the brake actuator. By having a quick-vent valve in the redundancy valve arrangement that is suitable for venting the pressure delivered at the brake actuator connection, rapid venting of the brake actuator and thus rapid brake release can be enabled, on the one hand. On the other hand, the quick-vent valve can also be used to achieve ABS control for only a short-term and temporary reduction of the pressure delivered at the brake actuator connection.

[0025] Preferably, the quick-vent valve is connected to the redundancy brake pressure port in such a way that the redundancy brake pressure can be selectively controlled and the brake actuator port vented via the quick-vent valve. The quick-vent valve thus forms a vent path for the brake actuator port, but allows the redundancy brake pressure to be applied via this vent path of the brake actuator port. The vent path of the brake actuator port can then preferably be connected to the service brake pressure port or connected via pressure fluid. The redundancy brake pressure can thus be controlled via the vent path of the quick-vent valve, thereby making it available to the brake actuator port.

[0026] For this purpose, the quick exhaust valve could have a first quick exhaust valve connection connected to the redundancy brake pressure connection, a second quick exhaust valve connection connected to the main valve unit and a third quick exhaust valve connection connected to a vent.

[0027] In a further preferred embodiment, it is provided that the operating pilot valve can be switched by a third switching signal and the redundancy pilot valve by a fourth switching signal, which are provided by an operating control unit. In this embodiment, the operating pilot valve and the redundancy pilot valve are preferably Y-wired, specifically to both the redundancy control unit and the operating control unit. This means that both the operating pilot valve and the redundancy pilot valve can be switched independently of one another by both the redundancy control unit and the operating control unit. With regard to the operating pilot valve and the redundancy pilot valve, the operating control unit and the redundancy control unit can completely replace each other, thus expanding the range of functions.

[0028] In one variant, the operating pilot valve can have a first electromagnet, to which both the first switching signal and the third switching signal can be provided. Preferably, the redundant pilot valve has a second electromagnet, to which both the second switching signal and the fourth switching signal can be provided. The first, second, third, and fourth switching signals are thus each controlled by the same electromagnet and can both act on it.

[0029] Alternatively, it can also be provided that the operating pilot valve has a first electromagnet, to which the first switching signal can be provided, and a third electromagnet, to which the third switching signal can be provided. Preferably, the redundancy pilot valve analogously comprises a second electromagnet, to which the second switching signal can be provided, and a fourth electromagnet, to which the fourth switching signal can be provided. Each electromagnet is assigned its own switching signal, and unlike in the previously described example, a single electromagnet is not controlled by two switching signals. In this way, better functional separation can be achieved.

[0030] In a further preferred embodiment of the invention, the solenoid valve unit has an electromagnetic inlet pilot valve and an electromagnetic outlet pilot valve, wherein the inlet pilot valve is switchable by an inlet switching signal and provides a third pilot pressure, and the outlet pilot valve is switchable by an outlet switching signal and provides a fourth pilot pressure. Preferably, the inlet switching signal and the outlet switching signal are provided by an operating control unit. The first switching signal and the second switching signal can also be provided by the redundancy control unit. In this respect, a redundancy valve arrangement is created which has separate valves for the operating level and the redundancy level, namely the operating pilot valve and the redundancy pilot valve for the redundancy level and the inlet pilot valve and the outlet pilot valve for the operating level.

[0031] It is preferred that the inlet pilot valve has a first inlet pilot valve connection connected to the service brake pressure connection, a second inlet pilot valve connection connected to a vent, and a third inlet pilot valve connection controlling the third pilot pressure. The inlet pilot valve preferably connects either the first inlet pilot valve connection or the second inlet pilot valve connection to the third inlet pilot valve connection depending on the inlet switching signal. Preferably, in a first switching position, the inlet pilot valve connects the second inlet pilot valve connection to the third inlet pilot valve connection, and in a second switching position, the first inlet pilot valve connection to the third inlet pilot valve connection.Preferably, the inlet pilot valve is de-energized in the first switching position and switches to the second switching position when the inlet switching signal is provided.

[0032] Furthermore, the outlet pilot valve preferably has a first outlet pilot valve connection connected to one or the vent, a second outlet pilot valve connection connected to the service brake pressure connection, and a third outlet pilot valve connection controlling the fourth pilot pressure. The outlet pilot valve preferably connects either the first outlet pilot valve connection or the second outlet pilot valve connection to the third outlet pilot valve connection depending on the outlet switching signal. Preferably, in a first switching position, the outlet pilot valve connects the second outlet pilot valve connection to the third outlet pilot valve connection, and in a second switching position, the first outlet pilot valve connection to the third outlet pilot valve connection.Preferably, the outlet pilot valve is de-energized in the first switching position and switches to the second switching position when the outlet switching signal is provided.

[0033] Advantageously, particularly in embodiments with inlet and outlet pilot valves, it is further provided that the operating pilot valve has a first operating pilot valve connection connected to the service brake pressure connection, a second operating pilot valve connection connected to a vent or the vent, and a third operating pilot valve connection controlling the first pilot pressure, wherein the operating pilot valve connects either the first operating pilot valve connection or the second operating pilot valve connection to the third operating pilot valve connection depending on the first switching signal.Preferably, the redundancy pilot valve has a first redundancy pilot valve connection connected to one or the vent, a second redundancy pilot valve connection connected to the service brake pressure connection and a third redundancy pilot valve connection controlling the second pilot pressure, wherein the redundancy pilot valve connects either the first redundancy pilot valve connection or the second redundancy pilot valve connection to the third redundancy pilot valve connection depending on the second switching signal.

[0034] In such embodiments, it is preferably further provided that the first pilot pressure and the third pilot pressure can be controlled via a first shuttle valve on the main valve unit, and / or the second pilot pressure and the fourth pilot pressure can be controlled via a second shuttle valve on the main valve unit. In this way, the pilot pressure controlled by the operating pilot valve and the inlet pilot valve can be combined and alternately provided to the main valve unit, in particular and preferably to the operating main valve. Likewise, the pilot pressures controlled by the redundant pilot valve and the outlet pilot valve can be combined and alternately controlled via the second shuttle valve on the main valve unit, namely in particular to the redundant main valve of the main valve unit.Since the first and second shuttle valves in this embodiment are only used to activate the main valves and thus essentially switch between the operating and redundancy modes, the system's performance and dynamics are not affected. To ensure the functionality of the shuttle valves or even just to test them, it is possible to actively switch between the different modes by providing the corresponding switching signals.

[0035] In a further preferred embodiment, the redundancy valve assembly includes a pressure sensor for detecting the pressure applied to the brake actuator connection. This allows verification of whether the main valve unit, or the pilot valves, of the redundancy valve assembly are functioning properly. Furthermore, a control loop can be established in this way.

[0036] In a second aspect of the invention, the object mentioned at the outset is achieved in an electronically controllable pneumatic braking system for a vehicle, preferably a commercial vehicle, with an operating control unit for controlling the electronically controllable pneumatic braking system in an operating case, at least one operating axle modulator which is connected to the operating control unit and receives operating brake signals therefrom and, based thereon, controls a service brake pressure for a first axle, a redundancy control unit for controlling the electronically controllable pneumatic braking system in the redundancy case, and at least one redundancy axle modulator which is connected to the redundancy control unit and receives redundancy brake signals therefrom and, based thereon, controls a redundancy brake pressure for the first axle,that at least one redundancy valve arrangement according to one of the above-described preferred embodiments of a redundancy valve arrangement according to the first aspect of the invention is provided. The service brake pressure port of the redundancy valve arrangement is connected to the service axle modulator and receives the service brake pressure therefrom. The redundancy brake pressure port is further connected to the redundancy axle modulator and receives the redundancy brake pressure therefrom. Finally, the brake actuator port of the redundancy valve arrangement is connected to a first service brake actuator on the first axle.

[0037] It should be understood that the redundancy valve arrangement according to the first aspect of the invention and the electronically controllable pneumatic braking system according to the second aspect of the invention have identical and similar sub-aspects, as particularly set forth in the dependent claims. For preferred developments and their advantages, reference is made in full to the above description of the redundancy valve arrangement according to the first aspect of the invention.

[0038] Preferably, the at least one redundancy valve arrangement is connected to the redundancy control unit and receives the first switching signal and the second switching signal from the redundancy control unit. It can also be provided that the redundancy valve arrangement has its own intelligence and, in this respect, receives a request signal from the redundancy control unit, which then converts the redundancy valve arrangement's own intelligence into the first and second switching signals. Furthermore, it is conceivable and preferred that the at least one redundancy valve arrangement is integrated with the redundancy control unit to form a module.

[0039] Furthermore, the at least one redundant valve arrangement is preferably connected to the operating control unit and receives the third and fourth switching signals therefrom. If the redundant valve arrangement has an inlet pilot valve and an outlet pilot valve, it preferably also receives the inlet switching signal and the outlet switching signal from the operating control unit. Again, the redundant valve arrangement can have its own intelligence that detects these signals or is integrated with the operating control unit to form a module.

[0040] In a further preferred embodiment, the electronically controllable pneumatic braking system comprises at least one first wheel speed sensor on the first axle, which is connected to both the service control unit and the redundancy control unit and provides a first wheel speed signal thereto. Preferably, the first switching signal and the second switching signal, and optionally also further switching signals for the redundancy valve unit, are generated and provided based on the first wheel speed signal. If further wheel speed sensors are present, these are also included. In this way, the redundancy valve unit can control the service brake pressure or redundancy brake pressure depending on the speed and thus implement ABS functionality.Preferably, the third switching signal, the fourth switching signal, the inlet switching signal and / or the outlet switching signal are also generated and provided by the operation control unit based on the first wheel speed signal.

[0041] In a preferred embodiment, the redundancy valve arrangement is arranged on the first service brake actuator or installed adjacent to it. The redundancy valve arrangement is preferably provided close to the wheel, and the first service brake actuator is preferably connected directly to the brake actuator connection of the redundancy valve arrangement without additional piping or tubing. In this way, high dynamics can be achieved and further sources of error can be avoided.

[0042] According to a particularly preferred development, at least one redundancy valve arrangement according to one of the above-described preferred embodiments of the redundancy valve arrangement according to the first aspect of the invention is provided on each axle of the vehicle. In this way, axle-by-axle redundant braking can be achieved via the vehicle's redundancy valve arrangement. Preferably, a separate redundancy valve arrangement is provided on each service brake actuator. In this way, the redundancy valve arrangement can redundantly control a brake pressure according to the wheel. It can also be provided, for example, that a redundancy valve arrangement is provided on each service brake actuator on the front axle, with a single redundancy valve arrangement being provided only for this on the rear axle. In the front axle, wheel-specific control would thus be permitted, whereas on the rear axle only axle-specific control is realized.

[0043] In one embodiment, a second redundancy valve arrangement is provided, which is designed according to one of the above-described preferred embodiments of the redundancy valve arrangement according to the first aspect of the invention, wherein the service brake pressure port of the second redundancy valve arrangement is connected to the service axle modulator and receives the service brake pressure therefrom, and the redundancy brake pressure port of the second redundancy valve arrangement is connected to the redundancy axle modulator and receives the redundancy brake pressure therefrom. The brake actuator port of the second redundancy valve arrangement is preferably connected to at least one second service brake actuator on the first axle.

[0044] In a further preferred embodiment, the electronically controllable pneumatic braking system also comprises a second service axle modulator, which is connected to the service control unit and receives service brake signals therefrom, and based thereon controls a second service brake pressure for a second axle. Furthermore, the braking system comprises a second redundancy axle modulator, which is connected to the redundancy control unit and receives redundancy brake signals therefrom, and based thereon controls a second redundancy brake pressure for the second axle. In this embodiment, the electronically controllable pneumatic braking system preferably has at least one third redundancy valve arrangement according to one of the above-described preferred embodiments of a redundancy valve arrangement according to the first aspect of the invention.The service brake pressure port of the third redundancy valve arrangement is preferably connected to the second service axle modulator and receives the second service brake pressure therefrom, and the redundancy brake pressure port of the third redundancy valve arrangement is connected to the second redundancy axle modulator and receives the second redundancy brake pressure therefrom. Furthermore, the brake actuator port of the third redundancy valve arrangement is preferably connected to at least one third service brake actuator on the second axle. It can also be additionally connected to a fourth service brake actuator on the second axle or to further service brake actuators on the second axle or another axle, such as a lift axle or the like.

[0045] In a third aspect, the invention achieves the object mentioned at the outset in a vehicle, preferably a commercial vehicle of the type mentioned at the outset, comprising at least a first axle and a second axle and an electronically controllable pneumatic braking system in that the electronically controllable pneumatic braking system is designed according to one of the above-described embodiments of the electronically controllable pneumatic braking system according to the second aspect of the invention.

[0046] It should be understood that the electronically controllable pneumatic braking system according to the second aspect of the invention and the vehicle according to the third aspect of the invention have identical and similar sub-aspects, as particularly set forth in the dependent claims. Therefore, reference is made in full to the above description for further embodiments and their advantages.

[0047] The invention solves the problem in a fourth aspect by a method for controlling an electronically controllable pneumatic brake system, comprising the steps: in an operating case of the electronically controllable pneumatic brake system: controlling a service brake pressure by a service brake pressure modulator at a service brake pressure connection of a redundancy valve arrangement, controlling the redundancy valve arrangement by an operating control unit based on first wheel speed signals and thereby preferably controlling the service brake pressure in a slip-controlled manner at a brake actuator connection of the redundancy valve arrangement;and in a redundancy case of the electronically controllable pneumatic brake system: controlling a redundancy brake pressure by a redundancy brake pressure axle modulator at a redundancy brake pressure connection of the redundancy valve arrangement, and controlling the redundancy valve arrangement by a redundancy control unit based on the first wheel speed signals and thereby preferably controlling the redundancy brake pressure at the brake actuator connection in a slip-controlled manner.

[0048] The method according to the fourth aspect of the invention is preferably implemented in an electronically controllable pneumatic braking system according to the second aspect of the invention. Preferably, the redundancy valve arrangement mentioned in the method according to the fourth aspect of the invention is a redundancy valve arrangement according to one of the above-described preferred embodiments of a redundancy valve arrangement according to the first aspect of the invention.

[0049] It should be understood that the method according to the fourth aspect of the invention, the redundancy valve arrangement according to the first aspect of the invention, and the electronically controllable pneumatic braking system according to the second aspect of the invention have identical and similar sub-aspects, as particularly set out in the dependent claims. In this respect, reference is made in full to the above description. In particular, the functional features described above can also form method steps within the scope of the method according to the fourth aspect of the invention, and the functions described above can be implemented and executed within the scope of the method.

[0050] Embodiments of the invention will now be described below with reference to the drawings. These are not necessarily intended to represent the embodiments to scale; rather, the drawings are schematic and / or slightly distorted where this is useful for explanation. With regard to additions to the teachings immediately apparent from the drawings, reference is made to the relevant prior art. It should be noted that numerous modifications and changes to the form and detail of an embodiment can be made without deviating from the general idea of ​​the invention. The features of the invention disclosed in the description, in the drawings and in the claims can be essential for the further development of the invention, both individually and in any combination.Furthermore, all combinations of at least two of the features disclosed in the description, the drawings and / or the claims fall within the scope of the invention. The general idea of ​​the invention is not limited to the exact form or detail of the preferred embodiments shown and described below, or limited to an object that would be more limited than the object claimed in the claims. For specified dimensioning ranges, values ​​within the stated limits are also intended to be disclosed as limit values ​​and to be used and claimed as desired. For the sake of simplicity, the same reference numerals are used below for identical or similar parts or parts with identical or similar functions.

[0051] Further advantages, features and details of the invention will become apparent from the following description of the preferred embodiments and from the drawings, which show: Fig. 1 a schematic representation of a redundancy valve arrangement according to a first embodiment; Fig. 2 a schematic representation of a redundancy valve arrangement including an ABS valve in a second embodiment; Fig. 3 a redundancy valve arrangement in a third embodiment; Fig. 4 a schematic representation of an electronically controllable pneumatic braking system according to an embodiment; Fig. 5 a redundancy valve arrangement according to a fourth embodiment; Fig. 6 a redundancy valve arrangement according to a fifth embodiment; and in Fig. 7 . a redundancy valve arrangement according to a sixth embodiment.

[0052] A redundancy valve arrangement 1 for redundantly feeding a redundant brake pressure into a service brake pressure path of an electronically controllable pneumatic brake system 204 (cf. Fig. 4 ) has a service brake pressure connection 4, a redundancy brake pressure connection 6 and a brake actuator connection 8. Even if in Fig. 1 While a redundancy valve module housing 2 is indicated by the dashed line, it should be understood that the individual components of the redundancy valve arrangement 1 can also be installed separately in the vehicle, or can be integrated into other modules or structural units, together, partially together, or independently of one another. In this case, the service brake pressure connection 4, the redundancy brake pressure connection 6, and the brake actuator connection 8 can be arranged directly on individual components. In this respect, the representation in the figures is to be understood as only schematic. However, if a redundancy valve module housing 2 is provided, the service brake pressure connection 4, the redundancy brake pressure connection 6, and the brake actuator connection 8 can be formed on this redundancy valve module housing 2.

[0053] A service brake pressure p1 is provided at the service brake pressure port 4, as will be explained later with reference to Fig. 4 will be described in more detail. A redundancy brake pressure p2 is provided at the redundancy brake pressure port 6, as will be described later with reference to Fig. 4 will be described in more detail. One or more brake actuators can be connected to the brake actuator connection 8, as will be described later with reference to Fig. 4 will be described in more detail later. Depending on certain signals (as will be described in more detail later) at the brake actuator connection 8, the redundancy valve arrangement 1 controls either the service brake pressure p1 received at the service brake pressure connection 4 or the redundancy brake pressure p2 received at the redundancy brake pressure connection 6. Derived pressures can also be controlled from the provided pressures, depending on the design and switching position.

[0054] In the Fig. 1 In the embodiment shown, the redundancy valve arrangement 1 comprises a solenoid valve unit 10, which is connected to both the service brake pressure connection 4 and the redundancy brake pressure connection 6. The solenoid valve unit 10 receives a first switching signal S1 and a second switching signal S2. Depending on these first and second switching signals S1, S2, according to the Fig. 1 In the embodiment shown, either the service brake pressure p1 or the redundancy brake pressure p2 is controlled at the brake actuator connection 8.

[0055] Specifically, in the exemplary embodiment shown here, the solenoid valve unit 10 comprises an operating pilot valve 14, which is designed here as a monostable 3 / 2-way valve. The operating pilot valve 14 comprises a first operating pilot valve connection 14.1, which is connected to the service brake pressure connection 4 and receives the service brake pressure p1 from it. It comprises a second operating pilot valve connection 14.2, which is connected to the redundant brake pressure connection 6 and receives the redundant brake pressure p2. The third operating pilot valve connection 14.3 is connected to a main valve unit 12 in the exemplary embodiment shown here, but could also be connected to the brake actuator connection 8 in other exemplary embodiments. The operating pilot valve 14 can alternately connect the first operating pilot valve connection 14.1 or the second operating pilot valve connection 14.2 to the third operating pilot valve connection 14.3 and thus alternately control the service brake pressure p1 or the redundancy brake pressure p2 at the third service pilot valve connection 14.3. In the position shown in . Fig. 1 In the first switching position shown, the second operating pilot valve connection 14.2 is connected to the third operating pilot valve connection 14.3 and in the second, in Fig. 1 not shown switching position, the first operating pilot valve connection 14.1 is connected to the third operating pilot valve connection 14.3. The operating pilot valve 14 is monostable in the first Fig. 1 shown switching position and is switched to the second position when the first switching signal S1 is activated. Fig.1 not shown switching position.

[0056] Furthermore, the solenoid valve unit 10 comprises a redundancy pilot valve 16. The redundancy pilot valve 16 is designed as a monostable 3 / 2-way valve and has a first redundancy pilot valve connection 16.1, which is connected to the redundancy brake pressure connection 6 and receives redundancy brake pressure p2 therefrom. A second redundancy pilot valve connection 16.2 is connected to the service brake pressure connection 4 and receives service brake pressure p1 therefrom. A third redundancy pilot valve connection 16.3 is in the Fig. 1 shown embodiment is connected to the main valve unit 12, but could also be connected directly or via an intermediary valve to the brake actuator connection 8. The redundancy pilot valve 16 alternately connects the first and second redundancy pilot valve connections 16.1, 16.2 with the third redundancy pilot valve connection 16.3. In a first Fig. 1 In the switching position shown, the second redundancy pilot valve connection 16.2 is connected to the third redundancy pilot valve connection 16.3 and in a second, in Fig. 1 not shown switching position, the first redundancy pilot valve connection 16.1 is connected to the third redundancy pilot valve connection 16.3. The redundancy pilot valve 16 is stable and de-energized in the first Fig. 1 shown switching position and can be switched to the second switching position shown in Fig. 1 switch position not shown.

[0057] The main valve unit 12 is wired in such a way that when the service brake pressure p1 is applied to the service brake pressure port 4 and the service pilot valve 14 is in the first switching position, the service brake pressure p1 is applied to the brake actuator port 8. Conversely, when the redundancy pilot valve 16 is in the first switching position and the service brake pressure p1 is applied to the service brake pressure port 4, the redundancy brake pressure port 6 is blocked, so that the redundancy brake pressure p2 cannot be passed through to the brake actuator port 8. This prevents a doubling of the pressures. The opposite can also be achieved by switching the service pilot valve 14 or the redundancy pilot valve 16 to the other switching position.

[0058] The main valve unit 12 comprises in the embodiment shown here ( Fig. 1 ) a first operating main valve 18, which is pneumatically designed. The operating main valve is designed as a 2 / 2-way valve and comprises a first operating main valve connection 18.1 and a second operating main valve connection 18.2, which are separated in a blocking position 18A and pneumatically connected in a passing position 18B. The first operating main valve connection 18.1 is connected to the service brake pressure connection 4 and receives service brake pressure p1 from it. The second operating main valve connection 18.2 is connected to the brake actuator connection 8. An operating control connection 18.3 is provided for switching the operating main valve 18 from the blocking position 18A to the passing position 18B and vice versa. The operating control connection 18.3 receives a first control pressure pS1 from the solenoid valve unit 10. The first control pressure pS1 is controlled in dependence on the first and / or second switching signal S1, S2. In the Fig. 1 In the embodiment shown, the first control pressure pS1 is controlled by the operating pilot valve 14. In the specific embodiment, the operating control port 18.3 is connected to the third operating pilot valve port 14.3 in order to receive the first pilot pressure pS1, which can correspond to the service brake pressure p1 or be a pressure derived therefrom. The operating main valve 18 is spring-loaded into the blocking position 18A. The operating control port 18.3 is also designed such that, if the first control pressure pS1 at the operating control port 18.3 exceeds a first threshold value, the operating main valve 18 remains in the blocking position 18A and cannot be switched to the through position 18B. To move the service main valve from the blocking position 18A to the through position 18B, a first service return connection 18.4 is provided, which receives the pressure present at the service brake pressure connection 4.As soon as the pressure present at the service brake pressure connection 4, in particular the service brake pressure p1, exceeds a second predetermined threshold value, the service main valve 18 is switched from the blocking position 18A to the passing position 18B, overcoming the spring force of the spring preload. However, the service main valve 18 cannot then be switched from the blocking position 18A to the passing position 18B if the first control pressure pS1 is present at the service control connection 18.3. The first and second threshold values ​​are selected accordingly. This means that the service main valve 18 is then switched to the passing position 18B when, on the one hand, the service brake pressure p1 at the service brake pressure connection 4 is controlled and, on the other hand, the service pilot valve 14 is in the first in . Fig. 1 shown switching position, i.e., the first switching signal S1 is not output. The operating main valve 18 further comprises a second operating return port 18.5, which returns the pressure output at the second operating main valve port 18.2, thus implementing self-locking.

[0059] The redundancy main valve 20 is designed similarly to the operating main valve 18. It is also designed as a pneumatically switchable 2 / 2-way valve and has a first redundancy main valve port 20.1 and a second redundancy main valve port 20.2, which are separated in a blocking position 20A and pneumatically connected to each other in a flow position 20B. The first redundancy main valve port 20.1 is connected to the redundancy brake pressure port 6 and receives redundancy brake pressure p2 from it. The second redundancy main valve port 20.2 is connected to the brake actuator port 8 in order to be able to control the redundancy brake pressure p2 there. The redundancy main valve 20 can be switched from the blocking position 20A to the passing position 20B and vice versa by a second control pressure pS2, which is provided by the solenoid valve unit 10, depending on the first and / or second switching signal S1, S2.The redundancy main valve 20 is spring-loaded into the blocking position 20A. The redundancy main valve 20 further comprises a first redundancy return port 20.4, at which the pressure present at the redundancy brake pressure port 6, in particular the redundancy brake pressure p2, is discharged. If this pressure exceeds a third threshold value, the redundancy main valve 20 can be switched from the blocking position 20A to the through position 20B by overcoming the spring force of the return spring. However, if the second control pressure pS2 is simultaneously discharged at the redundancy control port 20.3 and this exceeds a fourth threshold value, the redundancy main valve 20 cannot be switched to the through position 20B, but remains in the blocking position 20A. In this way, the redundancy brake pressure p2 can be blocked.The second control pressure pS2 is then activated when the service brake pressure p1 is activated and at the same time the redundancy pilot valve 16 in the first in . Fig. 1 shown switching position.

[0060] During normal driving operation, the service brake pressure p1 should typically be applied to the brake actuator port 8. For this purpose, neither the first nor the second switching signal S1, S2 should be applied, if possible, so that the service main valve 18 can switch to the open position 18B and the redundancy main valve 20 remains in the closed position 20A.

[0061] However, if the redundancy brake pressure p2 is to be controlled at the brake actuator connection 8, at least the redundancy pilot valve 16 should be switched to the second Fig. 1 The service main valve 18 is already brought into the blocking position 18A due to the spring preload, provided that the service brake pressure p1 is not applied to the service brake pressure connection 4. To ensure that the service main valve 18 remains in the blocking position 18A, the service pilot valve 14 should also be brought into the second position by providing the first switching signal S1. Fig. 1 not shown switching position. The service brake pressure p1 can be vented either via the brake pressure modulator connected to the service brake pressure connection 4, or by switching the redundancy main valve 20 via a redundancy modulator connected to the redundancy brake pressure connection 6.

[0062] The first and second switching signals S1, S2 are preferably provided by a redundancy control unit, but can also be provided by an operating control unit, or the first switching signal S1 is provided in an operating control unit and the second switching signal S2 is provided by a redundancy control unit, or vice versa. The operating pilot valve 14 and the redundancy pilot valve 16 can be supplied by one or two independent voltage sources, or both are supplied with voltage redundantly. It can also be provided that the service brake pressure p1 and the redundancy brake pressure p2 are supplied from the same or from two different, preferably independent, compressed air supplies.

[0063] In Fig. 2 is an embodiment with a redundancy valve arrangement 1 according to the first in Fig. 1 The exemplary embodiment shown is shown, wherein an ABS valve 100 is connected upstream of the service brake pressure connection 4. The ABS valve 100 can be designed as a conventional ABS valve, as known in the art, and has a brake modulator connection 102, at which a first brake pressure pB1 can be provided, which is then controlled by the ABS valve 100 as ABS-modulated service brake pressure p1ABS. An ABS-modulated service brake pressure p1ABS is slip-controlled.

[0064] The ABS valve 100 has an ABS pilot control unit 104 and an ABS main valve unit 106. The ABS pilot control unit 104 receives a third and a fourth switching signal S3, S4, which are controlled based on wheel speed signals. The ABS main valve unit 106 comprises an ABS inlet valve 124 and an ABS outlet valve 126, which are pneumatically controlled. The ABS inlet valve 124 is connected to the brake modulator connection 102 and can control the ABS-modulated service brake pressure p1ABS by switching. The ABS outlet valve 126 is also pneumatically controlled and connected to a vent 3 in order to vent the ABS-modulated service brake pressure p1ABS or the service brake pressure p1 if it is not ABS-modulated. For this purpose, the ABS outlet valve 126 is then switched to a pass-through position. The ABS inlet valve 124 and the ABS outlet valve 126 are switched based on the ABS pilot control unit 104, which is in the Fig. 2 shown embodiment has an ABS inlet pilot valve 128 and an ABS outlet pilot valve 130.

[0065] In addition to the advantage that an ABS-modulated service brake pressure p1ABS can be provided at the service brake pressure port 4, the ABS valve 100 also has the advantage that the service brake pressure p1 can be vented via the vent 3 of the ABS valve 100. This is relevant when compressed air is to be vented from the brake pressure actuator, which is connected to the brake actuator port 8, in order to reduce a braking force.

[0066] In the Fig. 3 In the embodiment shown, the redundancy valve arrangement 1 is again essentially in accordance with the Fig. 1 illustrated embodiment and identical and similar elements are provided with the same reference numerals, so that reference is made in full to the above description. In contrast to the first embodiment ( Fig. 1 ) is the redundancy valve arrangement 1 in the third embodiment ( Fig. 3 ) designed as ABS valve 101.

[0067] While in the second embodiment according to Fig. 2 the ABS valve 100 was connected upstream of the service brake connection 4, the redundancy valve arrangement 1 is in accordance with the Fig. 3 The embodiment shown is designed so that it can also perform ABS functionality. For this purpose, the operating pilot valve 14 and the redundancy pilot valve 16 are wired in such a way that not only the first or second switching signal S1, S2 can be provided, which is preferably provided by a redundancy control unit 140 (see Fig. 4 ), but also the third and fourth switching signals S3, S4, which are preferably controlled by an operating control unit 110 (cf. Fig. 4 ) are provided. The third and fourth switching signals S3, S4 are switching signals that are controlled based on wheel speed sensor signals and can therefore also be referred to as ABS signals. They serve to modulate the service brake pressure p1, which is provided to the service brake connection 4 by a service brake modulator, such that an ABS-modulated or slip-controlled service brake pressure p1, p1ABS is controlled at the brake actuator connection 8. For this purpose, the service brake pressure p1 provided at the service brake connection 4 must be partially vented, i.e., the pressure controlled at the brake actuator connection 8 must be temporarily reduced in order to release a brake actuator connected to the brake actuator connection 8 and prevent wheels from locking. For this purpose, in the third exemplary embodiment ( Fig. 3 ) the service pilot valve 14 and the redundancy pilot valve 16 are not only controlled by the first and second switching signals S1, S2 such that when the vehicle is in operation, the redundancy brake pressure p2 can be blocked and the service brake pressure p1 can be controlled, but the service pilot valve 14 and the redundancy pilot valve 16 can also be controlled by the third and fourth switching signals S3, S4 such that the pressure output at the brake actuator connection 8 is temporarily reduced in order to release a brake actuator connected thereto. This can be done with reference to both the service brake pressure p1 and the redundancy brake pressure p2. This means that both the service brake pressure p1 and the redundancy brake pressure p2 can be ABS-modulated or slip-controlled.If only one of the third and fourth switching signals S3, S4 is provided, only one of the service brake pressure p1 and the redundancy brake pressure p2 can be controlled by slip control.

[0068] In order to be able to vent the brake actuator connection 8, a quick vent valve 22 is advantageously provided in the embodiment shown here, which is arranged in the Fig. 3 shown embodiment is integrated into the redundancy valve module housing 2, but could also be arranged externally to it. Specifically, the quick exhaust valve 22 in the embodiment shown here ( Fig. 3 ) is connected between the redundancy brake pressure port 6 and the main valve unit 12, more precisely the second redundancy main valve port 20.2. The quick exhaust valve 22 comprises a first quick exhaust valve port 22.1, a second quick exhaust valve port 22.2, and a third quick exhaust valve port 22.3. The first quick exhaust valve port 22.1 is connected to the redundancy brake pressure port 6 and thus receives redundancy brake pressure p2 therefrom. The second quick exhaust valve port 22.2 is connected to a vent 3, and the third quick exhaust valve port 22.3 is connected to the second redundancy main valve port 20.2. The quick exhaust valve 22 is designed in such a way that, in the unactuated and pressureless state, it always connects the second with the third quick exhaust valve connection 22.2, 22.3, so that the second redundancy main valve connection 20.2 is connected to the vent 3 in this unactuated state. The brake actuator port 8 can therefore be vented via the redundancy main valve 20. The redundancy main valve 20 thus performs the function of the ABS outlet valve 110 according to . Fig. 2 on when it is vented by the redundancy control connection 20.3 by the redundancy pilot valve 16 being switched to the second position by the fourth switching signal S4. Fig. 3 not shown switching position, is vented. In the second switching position of the redundancy pilot valve 16, which here also assumes the function of the ABS outlet pilot valve 114, the third redundancy pilot valve connection 16.3 is connected to the first redundancy pilot valve connection 16.1, which in turn is connected to the third quick exhaust valve connection 22.2 via lines and is thus also connected to the vent 3. If the redundancy control connection 20.3 is vented and a service brake pressure p1 is present at the brake actuator connection 8, this is also output at the second redundancy return connection 20.5, so that the redundancy main valve 20 is switched to the through position 20B.As a result, the brake actuator connection 8 is vented, at least until either the spring load of the redundancy main valve 20 switches it back to the blocking position 20A, or the fourth switching signal S4 is no longer provided.

[0069] In this case, the redundancy brake pressure p2 can be controlled via the first quick-vent valve connection 22.1, which is closed by a valve element during normal operation. This valve element then comes out of its closed position when the redundancy brake pressure p2 is provided and the valve element is thereby pushed into an open position. The service brake pressure p1 can then flow from the first quick-vent valve connection 22.1 to the third quick-vent valve connection 22.3 and from there via the redundancy main valve 20, which is then switched to the through position 20B due to the control of the redundancy brake pressure p2 at the first redundancy feedback connection 20.4, to the brake actuator connection 8. 40 is in Fig. 3 a service brake pressure path that runs from the service brake pressure connection 4 to the brake actuator connection 8. 42 denotes a venting path that runs from the brake actuator connection 8 to the vent 3 at the second quick vent valve connection 22.2. The redundant brake pressure p2 can thus be introduced into the service brake pressure path 40 via the redundant brake pressure connection 6 via a venting path.

[0070] Fig. 4 now illustrates the use of the redundancy valve arrangement 1 in an electronically controllable pneumatic braking system 204. The electronically controllable pneumatic braking system 204 is provided here for a vehicle 200, namely a commercial vehicle 202, which has a first axle A1, which is a front axle VA, a second axle A2, which is a first rear axle here, and a second rear axle A2. The electronically controllable pneumatic braking system 204 has a first service brake actuator 207, which is a first front axle brake actuator 208a here, as well as second, third, fourth, fifth and sixth service brake actuators 208a-208f, each for one wheel. A rear axle brake circuit 220 and a front axle brake circuit 222 are provided to supply the first to eighth service brake actuators 208a-208f. The rear axle brake circuit 220 is supplied by a first operating compressed air supply 224 and the front axle brake circuit 222 is supplied by a second operating compressed air supply 226.

[0071] The electronically controllable pneumatic braking system 204 has an operating level B1 and at least a first redundancy level B2.

[0072] At operating level B1, the electronically controllable pneumatic braking system 204 comprises an electronic operating control unit 110, which controls the electronically controllable pneumatic braking system 204 at operating level B1. The electronic operating control unit 110 is connected to an autonomous driving unit 230 via a vehicle bus 228 and receives braking request signals SA from the autonomous driving unit. Furthermore, the operating control unit 110 is connected to a first voltage source 234 via a first supply line 232 and is supplied with electrical voltage by the latter. The electronic operating control unit 110 converts the braking request signals SA and, based thereon, controls operating braking signals SB at a first operating axle modulator 112, which is embodied here as a front axle modulator 113.The first operating axle modulator 112 is provided here for the first axle A1, namely the front axle VA, and can thus also be referred to as the front axle modulator 113. The first operating axle modulator 112 is connected to the second operating compressed air supply 226 and receives supply pressure pV from it. Specifically, the supply pressure pV is provided at a first supply connection 120 of the first operating axle modulator 112. Based on the received service brake signals SB, the first operating axle modulator 112 controls a first service brake pressure p1 at a first service brake pressure output 122a and a second service brake pressure output 122b. The first and second service brake pressure outputs 122a, 122b are, however, in . Fig. 4 are only shown separately and can actually be connected within the first service axle modulator 112, so that it is designed as a so-called single-channel modulator. It controls the service brake pressure p1 at both the first service brake pressure output 122a and the second service brake pressure output 122b. In other embodiments, however, the first service axle modulator 112 can also be designed as a dual-channel axle modulator, so that wheel-specific or side-specific pressures are controlled at the first and second service brake pressure outputs 122a, 122b.

[0073] On the right-hand side in the direction of travel, a redundancy valve arrangement 1 according to the invention is provided, connected to the first service brake pressure outlet 122a. This receives the service brake pressure p1 and, in the operating case, controls it to the first service brake actuator 207 or the first service brake actuator 208a. Specifically, the redundancy valve arrangement 1 is designed here as an ABS valve 101 according to the preferred embodiment of the Fig. 3 designed so that it can also implement ABS functionality, as is generally known from vehicles. Such ABS functionalities are described, for example, in DE 3 728 463 A1, DE 10 2019 103 901 A1, and DE 10 2019 131 128 A1, the disclosures of which are incorporated herein by reference.

[0074] On the first axle A1, here the front axle VA, a first wheel speed sensor 209 is also provided, which provides first wheel speed signals SD to the operating control unit 110. The operating control unit 110 is configured to process the first wheel speed signals SD and provide the third and fourth switching signals to the redundant valve arrangement 1 in order to achieve slip control or ABS modulation of the service brake pressure p1 and prevent locking of the front right wheel of the vehicle 200.

[0075] In the Fig. 4 In the exemplary embodiment shown, a second redundancy valve arrangement 1b is provided for the left side of the vehicle on the first axle A1, namely the front axle VA, which second redundancy valve arrangement 1b is preferably designed identically to the first redundancy valve arrangement 1 and also receives the service brake pressure p1 from the first service axle modulator 112, namely via the second service brake pressure output 122b. The second redundancy valve arrangement 1b is also signal-conductingly connected to the operating control unit 110 and receives switching signals from it, which are generated as a function of second wheel speed signals SD2 of a second wheel speed sensor 209b.

[0076] In the embodiment shown here, the redundancy valve arrangement 1 and the second redundancy valve arrangement 1b are supplied with energy with respect to the third and fourth switching signals S3, S4 via the first voltage source 234.

[0077] In order to brake the second axle A2 or the first and second rear axles HA1, HA2, the electronically controllable pneumatic brake system 204 in the operating level B1 comprises a second operating axle modulator 114, which is provided here for the first and second rear axles HA1, HA2 and can thus also be referred to as rear axle modulator 115. In the Fig. 4 In the illustrated embodiment, the second operating axle modulator 114 is installed with the electronic operating control unit 110 to form a module, which is referred to here as the central module 116. However, it should be understood that the second operating axle modulator 114 and the operating control unit 110 can also be structurally separate and then connected to one another, for example, via a signal line or a bus line. Internally, the electronic operating control unit 110 controls second and third operating brake signals SB2, SB3 to the second operating axle modulator 114 in accordance with the brake request signals SA that the operating control unit 110 has received from the autonomous driving unit 230.

[0078] The second operating axle modulator 114 is connected to the first operating compressed air supply 224 and receives supply pressure pV therefrom. In accordance with the second and third operating brake signals SB2, SB3, the second operating axle modulator 114 controls at least a second operating brake pressure p3; in the embodiment shown here, however, it also controls a third operating brake pressure p5. The second operating brake pressure p3 is in the Fig. 4 In the embodiment shown, the first service brake pressure p3 is provided for the right side of the vehicle, and the third service brake pressure p5 is provided for the left side of the vehicle. The second service axle modulator 114, which functions here as the rear axle modulator 115, can therefore be referred to as a dual-channel axle modulator. The second service brake pressure p3 is intended for a third and fifth service brake actuator 208c, 208e, while the third service brake pressure p5 is provided for a fourth and a sixth service brake actuator 208d, 208f.

[0079] In the Fig. 4 In the embodiment shown, a redundancy valve arrangement according to the invention is connected upstream of each of the third, fourth, fifth, and sixth service brake actuators 208c-208f. A third redundancy valve arrangement 1c is provided close to the wheel and directly upstream of the fourth service brake actuator 208c, a fourth redundancy valve arrangement 1d is provided close to the wheel and upstream of the fourth service brake actuator 208d, a fifth redundancy valve arrangement 1e is provided close to the wheel and upstream of the fifth service brake actuator 208e, and a sixth redundancy valve arrangement 1f is provided close to the wheel and upstream of the sixth service brake actuator 208f. The fourth to sixth redundancy valve arrangements 1c-1f are all identical to the redundancy valve arrangement 1, 101, as described above.In deviation from this, only the third redundancy valve arrangement 1c and the fifth redundancy valve arrangement 1e are provided with the second service brake pressure p3 instead of the service brake pressure p1, and the fourth redundancy valve arrangement 1d and the sixth redundancy valve arrangement 1f are provided with the third service brake pressure p5.

[0080] Third to sixth wheel speed sensors 209c-209f are also provided on the first and second rear axles HA1, HA2, which respectively provide third to sixth wheel speed signals SD3, SD4, SD5, SD6 to the operation control unit 110. This unit processes the third to sixth wheel speed signals SD3, SD4, SD5, SD6 and controls corresponding third and fourth switching signals S3, S4, as described above with reference to the redundancy valve arrangement 1, also at the third to sixth redundancy valve arrangements 1c-1f, which are then dependent on the third to sixth wheel speed signals SD3-SD6. The corresponding third and fourth switching signals S3, S4 are referred to below as S3c-S3f and S4c-S4f. In this way, the second and third service brake pressures p3, p5 can be provided in a slip-controlled or ABS-modulated manner to the third to fifth service brake actuators 208c-208f in order to prevent the corresponding wheels from locking.

[0081] In redundancy level B2, the electronically controllable pneumatic braking system 204 includes a redundancy control unit 140, which is designed to control the electronically controllable pneumatic braking system 204 in the event that operating level B1 has one or more faults, for example, a power failure in the first voltage source 234, an electronic fault in the operating control unit 110, or the like. The electronic redundancy control unit 140 is also connected to the autonomous driving unit 230 via the vehicle bus 228 and also receives braking request signals SA from it. In contrast to the operating control unit 110, the redundancy control unit 140 is connected to a second voltage source 238 via a second supply line 236 and is supplied with electrical voltage by the latter.The first and second voltage sources 234, 238 are independent of each other, so that a failure in the first voltage source 234 does not lead to a loss of the second voltage source 238, and vice versa. The electronic operating control unit 110 and the electronic redundancy control unit 140 are thus electrically independent of each other.

[0082] To enable signals to be exchanged, the operating control unit 110 and the redundancy control unit 140 are connected to each other via a redundancy bus 240. In this way, the redundancy control unit 140 can determine the availability of the operating control unit 110 and only assume control of the electronically controllable pneumatic brake system 240 when the operating control unit 110 is unavailable or no longer properly available. The operating control unit 110 can also cause the redundancy control unit 140 to perform one or more tests, in particular, to control the redundancy pressure described above, in order to maintain the functionality of the valves and thus increase availability.

[0083] In the redundancy level B2, a redundancy axle modulator 142 is provided, which is connected to the redundancy control unit 140 and receives redundancy brake signals SR from it. The redundancy axle modulator 142 is connected to a further second operating compressed air supply 227, which is independent of the second operating compressed air supply 226, so that the further second operating compressed air supply 227 can provide supply pressure pV even if the second operating compressed air supply 226 has failed, for example. In other embodiments, however, the redundancy axle modulator 142 can also be connected to the second operating compressed air supply 226 or the first operating compressed air supply 224.

[0084] The redundancy axle modulator 142 controls a redundancy brake pressure p2 at a first redundancy brake pressure output 146a and a second redundancy brake pressure output 146b depending on the redundancy brake signals SR. The redundancy brake pressure p2 controlled at the first redundancy brake pressure output 146a is provided to the redundancy brake pressure connection 6 of the redundancy valve arrangement 1. The redundancy brake pressure controlled at the second redundancy brake pressure output 146b is provided to the second redundancy valve arrangement 1b on the left side of the front axle VA. The redundancy axle modulator 142 is again designed as a single-channel axle modulator, and the first and second redundancy brake pressure outputs 146a, 146b are in Fig. 4 shown separately, but can also be configured as a single output. In other embodiments not shown here, the redundant axle modulator 142 is configured as a dual-channel axle modulator and can therefore implement side-by-side control of redundant brake pressures.

[0085] The redundancy valve assembly 1 is connected to the redundancy control unit 140 and receives the first and second switching signals S1, S2 therefrom. In this way, the redundancy valve assembly 1 can be controlled by the redundancy control unit 140 such that the redundancy brake pressure p2, which is output at the redundancy brake pressure connection 6, is controlled and provided to the first service brake actuator 207. As shown in Fig. 4 As can be seen, the redundancy control unit 140 is additionally connected to the first wheel speed sensor 209 and thus also receives the first wheel speed signals SD. In this respect, it is also preferred that the redundancy control unit 140 controls the first and second switching signals S1, S2 as a function of the first wheel speed signals SD, in order to enable slip control or ABS modulation of the redundancy brake pressure p2. The same explanations also apply to the further redundancy valve arrangement 1b on the left side of the vehicle. The redundancy control unit 140 is also connected to the second wheel speed sensor 209, and the redundancy brake pressure p2 can be provided to the second service brake actuator 208b via the second redundancy valve arrangement 1b.

[0086] In order to be able to brake the first and second rear axles HA1, HA2 of the vehicle 200 redundantly, the electronically controllable pneumatic braking system 204 in the redundancy level B2 also includes a second redundancy axle modulator 144, which is intended to replace the second operational axle modulator 114. The second redundancy axle modulator 144 is in the embodiment shown here ( Fig. 4 ) is integrated with the redundancy control unit 140 into a redundancy module 141, similar to that described above with reference to the central module 116. The redundancy control unit 140 therefore also provides second and third redundancy brake signals SR2, SR3 to the redundancy axle modulator 144. The second redundancy axle modulator 144 is connected to a further first operating compressed air supply 225 and receives supply pressure pV therefrom. The first operating compressed air supply 224 and the further first operating compressed air supply 225 are independent of one another, so that a failure of the first operating compressed air supply 224 does not result in the second redundancy axle modulator 144 no longer being supplied with supply pressure pV.In other embodiments, however, the second redundancy axis modulator 144 may also be connected to the first operating compressed air supply 224, the second operating compressed air supply 226, or the further second operating compressed air supply 227 to receive supply pressure pV.

[0087] The second redundancy axle modulator 144 controls a second redundancy brake pressure p4 for the second axle A2. Furthermore, it controls a third redundancy brake pressure p6, also for the second axle, here the first rear axle HA1. The second redundancy brake pressure p4 is provided for the right side of the vehicle, and the third redundancy brake pressure p6 for the left side of the vehicle. Thus, the second redundancy brake pressure p4 replaces the second service brake pressure p3, and the third redundancy brake pressure p6 replaces the third service brake pressure p5. The second and third redundancy brake pressures are provided at corresponding brake pressure ports of the fourth to sixth redundancy valve units 1c-1f, in accordance with the previously described embodiments of the redundancy valve units.The redundancy control unit 140 also receives the third to sixth wheel speed signals SD3-SD6 from the third to sixth wheel speed sensors 209c-209f and outputs corresponding first and second switching signals, hereinafter referred to as S1c-S1f, S2c-S2f, to the corresponding third to fourth redundancy valve units 1c-1f. The corresponding brake actuator connections (in . Fig. 4 not provided with reference symbols) of the third to fourth redundancy valve units 1c-1f are then in turn connected to the corresponding third to fourth service brake actuators 208c-208f.

[0088] The service brake actuators 208a-208f can be vented via the corresponding redundancy valve units 1c-1f as described above.

[0089] Furthermore, the electronically controllable pneumatic brake system 204 is implemented with an additional redundancy level that functions purely pneumatically, as described, for example, in EP 3 600 995 B1, in WO 2020 / 187569 A1, in WO 2020 / 182569 A1 or DE 10 2019 106 274 A1.

[0090] Fig. 5 now shows an alternative embodiment to that shown in Fig. 3 The same and similar elements are provided with the same reference numerals, so that reference is made to the above description in full. In the following, the differences from the embodiment according to Fig. 3 highlighted, so that the similarities will not be discussed further.

[0091] A significant difference in the Fig. 5 illustrated embodiment is that the first and third switching signals S1, S3 and the second and fourth switching signals S2, S4 are not provided jointly at a first electromagnet 14.4 of the operating pilot valve or a second electromagnet 16.4 of the redundancy pilot valve 16, but in the embodiment according to Fig. 5 The operating pilot valve 14 has a third electromagnet 14.5 in addition to the first electromagnet 14.4, and the redundant pilot valve 16 has a fourth electromagnet 16.5 in addition to the second electromagnet 16.4. The first switching signal S1 is provided only to the first electromagnet 14.4, the second switching signal S2 is provided only to the second electromagnet 16.4, the third switching signal S3 is provided only to the third electromagnet 14.5, and the fourth switching signal S4 is provided only to the fourth electromagnet 16.5.

[0092] Fig. 6 shows a further alternative embodiment, which is basically also based on the embodiments of the Figuren 2 , 3 and 5 based on. In the Fig. 6 In the embodiment shown, identical and similar elements are again provided with the same reference numerals, so that reference is made in full to the above description. In the following, the differences from the previous embodiments are described in particular, while similarities are not further emphasized.

[0093] A significant difference to the embodiment according to Fig. 5 lies in the fact that not only the electromagnets are doubled, but that the solenoid valve unit 10 comprises doubled pilot valves. In addition to the operating pilot valve 14 and the redundant pilot valve 16, the embodiment shown here ( Fig. 6 ) also an inlet pilot valve 24 and an outlet pilot valve 26. The inlet pilot valve 24 is designed as a monostable 3 / 2-way solenoid valve with a first inlet pilot valve connection 24.1, which is connected to the service brake pressure connection 4 and receives the service brake pressure p1 from it. A second inlet pilot valve connection 24.2 is connected via a separately provided vent path 28 to one or the vent 3 and a third inlet pilot valve connection 24.3 is connected to the main valve unit. In a first in Fig. 6 In the switching position shown, the second is connected to the third inlet pilot valve connection and in a second, in Fig. 6 In a switching position not shown, the first is connected to the third inlet pilot valve connection 24.1, 24.3, so that a third control pressure pS3 is output at the third inlet pilot valve connection 24.3, which can correspond to the service brake pressure p1 or a pressure derived therefrom. The switching of the inlet pilot valve 24 from the first to the second switching position is effected by a fifth switching signal S5, which is preferably provided by the operating control unit 110.

[0094] In order to control the first and third control pressures pS1, pS3 at the main valve unit 12, more precisely at the operating main valve 18 and there at the operating control port 18.3, a first shuttle valve 28 is provided, which controls the higher of the first and third control pressures pS1, pS3 to the operating control port 18.3. In the embodiment shown here, the first control pressure pS1 is also vented via the separate vent path 27, but could also be vented via the quick vent valve 22.

[0095] In addition, the outlet pilot valve 26 is also designed as a monostable 3 / 2-way solenoid valve, with a first outlet pilot valve connection 26.1, which is connected here to the separate vent path 27 and thus to the vent 3, a second outlet pilot valve connection 26.2, which is connected to the service brake pressure connection 4 and receives service brake pressure p1, and a third outlet pilot valve connection 26.3, which is connected to the main valve unit 12. In the first monostable in Fig. 6 In the switching position shown, the second is connected to the third outlet pilot valve connection and in the second, in Fig. 6 not shown switching position, the first is connected to the third outlet pilot valve connection 26.1, 26.3, so that in this switching state the fourth control pressure pS4 is controlled, which can correspond to the service brake pressure p1 or a pressure derived therefrom. The outlet pilot valve 26 is switched from the first to the second switching position by a sixth switching signal S6, which is preferably provided by the operating control unit 110. Again, for combining the fourth and second control pressures pS2, pS4, a second shuttle valve 30 is provided, which in each case controls the higher of the second and fourth control pressures pS2, pS4 at the main valve unit 12, in the exemplary embodiment shown here more precisely at the redundancy main valve 20, namely at the redundancy control connection 20.3 of the redundancy main valve 20.The venting of the second control pressure pS2 also takes place here, unlike in the previous embodiments, via the separate venting path 27, but could also still take place via the quick exhaust valve 22. By the in . Fig. 6 In the embodiment shown, redundancy is also achieved in the valves, while in a Fig. 5 In the embodiment shown, only redundancy is achieved in the six magnets.

[0096] Fig. 7 Finally, generally illustrates the provision of at least one pressure sensor 32, which detects the pressure output at the brake actuator connection 8. The pressure sensor 32 provides a brake pressure signal SBD, preferably to at least one operating control unit 110. The pressure sensor 32 can also be connected, for example, via a Y-cable to the redundancy control unit 140 and also provide the brake pressure signal SBD to the latter. In the Fig. 7In the embodiment shown, however, a redundant pressure sensor 34 is provided instead, which also detects the pressure output at the brake actuator connection 8 and provides a redundant pressure signal SBR. The redundant brake pressure signal SBR is preferably provided at least at the redundancy control unit 140, but can additionally or alternatively also be provided at the operating control unit 110. This creates comprehensive redundancy. LIST OF REFERENCE SYMBOLS (PART OF THE DESCRIPTION)

[0097] 1 Redundancy valve arrangement 1b-1f Second to sixth redundancy valve arrangement 2 Redundancy valve module housing 4 Service brake pressure connection 6 Redundancy brake pressure connection 8 Brake actuator connection 10 Solenoid valve unit 12 Main valve unit 14 Service pilot valve 14.1 First service pilot valve connection 14.2 Second service pilot valve connection 14.3 Third service pilot valve connection 14.4 First electromagnet 14.5 Third electromagnet 16 Redundancy pilot valve 16.1 First redundancy pilot valve connection 16.2 Second redundancy pilot valve connection 16.3 Third redundancy pilot valve connection 16.4 Second electromagnet 16.5 Fourth electromagnet 18 Service main valve 18.1 First service main valve connection 18.2 Second service main valve connection 18.3 Operation control connection 18.4 First operation return connection 18.5 Second operation return connection 18A Blocking position of the operation main valve 18B Open position of the operation main valve 20 Redundancy main valve20.1 First redundancy main valve connection 20.2 Second redundancy main valve connection 20.3 Redundancy control connection 20.4 First redundancy return connection 20.5 Second redundancy return connection 20A Closed position of the redundancy main valve 20B Open position of the redundancy main valve 22 Quick exhaust valve 22.1 First quick exhaust valve connection 22.2 Second quick exhaust valve connection 22.3 Third quick exhaust valve connection 24 Inlet pilot valve 24.1 First inlet pilot valve connection 24.2 Second inlet pilot valve connection 24.3 Third inlet pilot valve connection 26 Outlet pilot valve 26.1 First outlet pilot valve connection 26.2 Second outlet pilot valve connection 26.3 Third outlet pilot valve connection 27 Separate vent path 28 First shuttle valve 30 Second shuttle valve 32 Pressure sensor 34 Redundant pressure sensor 40 Service brake pressure path 42 Vent path 100 ABS valve 101 Redundancy valve unit designed as ABS valve102 Brake modulator connection 104 ABS pilot control unit 106 ABS main valve unit 110 Service control unit 112 First service axle modulator 113 Front axle modulator 114 Second service axle modulator 115 Rear axle modulator 116 Central module 120 First supply connection 122 a First service brake pressure output 122 b Second service brake pressure output 124 ABS inlet valve 126 ABS outlet valve 128 ABS inlet pilot control valve 130 ABS outlet pilot control valve 140 Redundancy control unit 141 Redundancy module 142 Redundancy axle modulator 144 Second redundancy axle modulator 146 a First redundancy brake pressure output 146 b Second redundancy brake pressure output 200Vehicle 202Commercial vehicle 204Electronically controllable pneumatic brake system 207First service brake actuator 208a-208fFirst to sixth service brake actuator 209First wheel speed sensor 209b-209fSecond to sixth wheel speed sensor 220Rear axle brake circuit 222Front axle brake circuit 224First service compressed air supply 225Further first service compressed air supply 226SecondOperating compressed air supply 227 Further second operating compressed air supply 228 Vehicle bus 230 Unit for autonomous driving 232 First supply line 234 First voltage source 236 Second supply line 238 Second voltage source 240 Redundancy bus A1 First axle A2 Second axle B1 Operating level B2 First redundancy level HA1 First rear axle HA2 Second rear axle p1 Service brake pressure p1 ABS ABS-modulated service brake pressure p2 Redundancy brake pressure p3 Second service brake pressure p4 Second redundancy brake pressure p5 Third service brake pressure p6 Third redundancy brake pressure pS1 First control pressure pS2 Second control pressure pS3 Third control pressure pS4 Fourth control pressure pV Supply pressure S1 First switching signal S2 Second switching signal S3 Third switching signal S4 Fourth switching signal S3b Third switching signal for second redundancy valve arrangement S4b fourth switching signal for second redundancy valve arrangement SA brake request signals SB operating brake signals SB2 second operating brake signals SB3 third operating brake signalsSBD Brake pressure signal SBR Redundant brake pressure signal S First wheel speed signals SD2-SD6 Second to sixth wheel speed signals SRRedundancy brake signals SR2 Second redundancy brake signals SR3 Third redundancy brake signals VA Front axle

Claims

1. Redundancy valve assembly (1) for the redundant supply of a redundancy brake pressure (p2) into a service brake pressure path (40) of an electronically controllable pneumatic brake system (204) for a vehicle (200), preferably a commercial vehicle (200), comprising: a service brake pressure connection (4) for receiving a service brake pressure (p1) from a service brake pressure modulator (112); a redundancy brake pressure connection (6) for receiving a redundancy brake pressure (p2) from a redundancy brake pressure modulator (142); and a brake actuator connection (8) for connecting at least one brake actuator (207); the redundancy valve assembly (1) being electrically controllable in order to selectively adjust the service brake pressure (p1) or the redundancy brake pressure (p2) at the brake actuator connection (8); and a solenoid valve unit (10) which is connected at least to the service brake pressure connection (4) and the redundancy brake pressure connection (6) and is switchable by at least one first switching signal (S1), the service brake pressure (p1) or the redundancy brake pressure (p2) being adjusted at the brake actuator connection (8) on the basis of at least the first switching signal (S1), characterized in that the solenoid valve unit (10) comprises an electromagnetic service pilot-control valve (14) and an electromagnetic redundancy pilot-control valve (16), the service pilot-control valve (14) being switchable by the first switching signal (S1) and providing a first pilot-control pressure (pS1), and the redundancy pilot-control valve (16) being switchable by a second switching signal (S2) and providing a second pilot-control pressure (pS2).

2. Redundancy valve assembly (1) according to claim 1, comprising a main valve unit (12) which is connected to the service brake pressure connection (4), the redundancy brake pressure connection (6), and the brake actuator connection (8) for selectively blocking the service brake pressure (p1) or the redundancy brake pressure (p2).

3. Redundancy valve assembly (1) according to claim 1 and claim 2, wherein the main valve unit (12) comprises a service main valve (18) which has a first service main valve connection (18.1) connected to the service brake pressure connection (4) and a second service main valve connection (18.2) connected to the brake actuator connection (8), wherein, in a blocking position (18A), the service main valve (18) separates the first service main valve connection (18.1) and the second service main valve connection (18.2) and, in a passage position (18B), connects the first service main valve connection (18.1) and the second service main valve connection (18.2) by pressurized fluid.

4. Redundancy valve assembly (1) according to claim 1 and according to claim 2 or claim 3, wherein the main valve unit (12) comprises a redundancy main valve (20) which has a first redundancy main valve connection (20.1) connected to the redundancy brake pressure connection (6) and a second redundancy main valve connection (20.2) connected to the brake actuator connection (8), wherein, in a blocking position (20A), the redundancy main valve (20) separates the first redundancy main valve connection (20.1) and the second redundancy main valve connection (20.2) and, in a passage position (20B), connects the first redundancy main valve connection (20.1) and the second redundancy main valve connection (20.2) by pressurized fluid.

5. Redundancy valve assembly (1) according to claim 1 and claim 3, wherein the service main valve (18) is pneumatically switchable and comprises a service control connection (18.3) which is connected to the solenoid valve unit (10) for receiving the first pilot-control pressure (pS1), wherein the service main valve (18) is spring-loaded into the blocking position (18A).

6. Redundancy valve assembly (1) according to claim 1 and claim 4, wherein the redundancy main valve (20) is pneumatically switchable and comprises a redundancy control connection (20.3) which is connected to the solenoid valve unit (10) for receiving the second pilot-control pressure (pS2), wherein the redundancy main valve (20) is spring-loaded into the blocking position (20A).

7. Redundancy valve assembly (1) according to claim 1, wherein the first switching signal (S1) and the second switching signal (S2) are provided by a redundancy control unit (140).

8. Redundancy valve assembly (1) according to any of the preceding claims, wherein an ABS valve (100) is connected upstream of the service brake pressure connection (4) so that an ABS-modulated service brake pressure (p1) is provided to the service brake pressure connection (4).

9. Redundancy valve assembly (1) according to any of the preceding claims 1 to 7, wherein the redundancy valve assembly (1) is designed as an ABS valve (101) and is provided to adjust the service brake pressure (p1) received at the service brake pressure connection (4) in an ABS-modulated manner at the brake actuator connection (8).

10. Redundancy valve assembly (1) according to any of the preceding claims, comprising a quick vent valve (22) for venting the pressure (p1, p2) adjusted at the brake actuator connection (8).

11. Redundancy valve assembly (1) according to claim 10, wherein the quick vent valve (22) is connected to the redundancy brake pressure connection (6) such that, via the quick vent valve (22), the redundancy brake pressure (p2) can be selectively introduced and the brake actuator connection (8) can be vented, wherein the quick vent valve (22) preferably comprises a first quick vent valve connection (22.1) connected to the redundancy brake pressure connection (6), a second quick vent valve connection (22.2) connected to the main valve unit (12), and a third quick vent valve connection (22.3) connected to a vent (3).

12. Redundancy valve assembly (1) according to claim 7, wherein the service pilot-control valve (14) is switchable by a third switching signal (S3) and the redundancy pilot-control valve (16) is switchable by a fourth switching signal (S4), which are provided by a service control unit (110).

13. Redundancy valve assembly (1) according to claim 1, wherein the solenoid valve unit (10) comprises an electromagnetic inlet pilot-control valve (24) and an electromagnetic outlet pilot-control valve (26), wherein the inlet pilot-control valve (24) is switchable by an inlet switching signal (S5) and provides a third pilot-control pressure (pS3), and the outlet pilot-control valve (26) is switchable by an outlet switching signal (S6) and provides a fourth pilot-control pressure (pS4), wherein preferably the inlet switching signal (S5) and the outlet switching signal (S6) are provided by a service control unit (110).

14. Redundancy valve assembly (1) according to claim 13, wherein the first pilot-control pressure (pS1) and the third pilot-control pressure (pS3) can be adjusted via a first shuttle valve (28) on the main valve unit (12), and wherein the second pilot-control pressure (pS2) and the fourth pilot-control pressure (pS4) can be adjusted via a second shuttle valve (30) on the main valve unit (12).

15. Redundancy valve assembly (1) according to any of the preceding claims, comprising a pressure sensor (32) for detecting a pressure (p1, p2) adjusted at the brake actuator connection (8).

16. Electronically controllable pneumatic brake system (204) for a vehicle (200), preferably a commercial vehicle (202), comprising a service control unit (110) for controlling the electronically controllable pneumatic brake system (204) in an operating case, at least one service axle modulator (112) which is connected to the service control unit (110) and receives service brake signals (SB) from the service control unit (110) and, on the basis thereof, adjusts a service brake pressure (p1) for a first axle (A1); a redundancy control unit (140) for controlling the electronically controllable pneumatic brake system (204) in a redundancy case, at least one redundancy axle modulator (142) which is connected to the redundancy control unit (140) and receives redundancy brake signals (SR) from the redundancy control unit (140) and, on the basis thereof, adjusts a redundancy brake pressure (p2) for the first axle (A1); and at least one redundancy valve assembly (1) according to any of claims 1 to 15, wherein the service brake pressure connection (4) is connected to the service axle modulator (112) and receives the service brake pressure (p1) from the service axle modulator (112), and the redundancy brake pressure connection (6) is connected to the redundancy axle modulator (142) and receives the redundancy brake pressure (p2) from the redundancy axle modulator (142), and wherein the brake actuator connection (8) is connected to at least one first service brake actuator (207) on the first axle (A1).

17. Electronically controllable pneumatic brake system (204) according to claim 16, wherein the at least one redundancy valve assembly (1) is connected to the redundancy control unit (140) and receives therefrom the first switching signal (S1) and the second switching signal (S2).

18. Electronically controllable pneumatic brake system (204) according to claim 16 or claim 17, wherein the at least one redundancy valve assembly (1) is connected to the service control unit (110) and receives therefrom the third switching signal (S3) and the fourth switching signal (S4) and / or the inlet switching signal (S5) and the outlet switching signal (S6).

19. Electronically controllable pneumatic brake system (204) according to any of claims 16 to 18, comprising at least one first wheel speed sensor (209) on the first axle (A1), which first wheel speed sensor is connected to both the service control unit (110) and the redundancy control unit (140) and provides a first wheel speed signal (SD) to the service control unit (110) and the redundancy control unit (140).

20. Electronically controllable pneumatic brake system (204) according to claim 17 and claim 19, wherein the first switching signal (S1) and the second switching signal (S2) are generated and provided by the redundancy control unit (140) on the basis of the first wheel speed signal (SD).

21. Electronically controllable pneumatic brake system (204) according to any of claims 16 to 20, wherein the redundancy valve assembly (1) is arranged on the first service brake actuator (207) or installed adjacently to the first service brake actuator (207).

22. Electronically controllable pneumatic brake system (204) according to any of claims 16 to 21, wherein at least one redundancy valve assembly (1) according to any of claims 1 to 17 is provided on each axle of the vehicle (200), preferably on each service brake actuator (208a-208f).

23. Electronically controllable pneumatic brake system (204) according to any of claims 16 to 22, comprising a second redundancy valve assembly (1b) according to any of claims 1 to 15, wherein the service brake pressure connection (4) of the second redundancy valve assembly (1b) is connected to the service axle modulator (112) and receives the service brake pressure (p1) from the service axle modulator (112), and the redundancy brake pressure connection (6) of the second redundancy valve assembly (1b) is connected to the redundancy axle modulator (142) and receives the redundancy brake pressure (p2) from the redundancy axle modulator (142), and wherein the brake actuator connection (8) of the second redundancy valve assembly (1b) is connected to at least one second service brake actuator (208b) on the first axle (A1).

24. Electronically controllable pneumatic brake system (204) according to any of claims 16 to 23, comprising at least one second service axle modulator (114) which is connected to the service control unit (110) and receives service brake signals (SB) from the service control unit (110) and, on the basis thereof, adjusts a second service brake pressure (p3) for a second axle (A2); at least one second redundancy axle modulator (144) which is connected to the redundancy control unit (140) and receives redundancy brake signals (SR) from the redundancy control unit (140) and, on the basis thereof, adjusts a second redundancy brake pressure (p4) for the second axle (A2); and at least one third redundancy valve assembly (1c) according to any of claims 1 to 17, wherein the service brake pressure connection (4) of the third redundancy valve assembly (1c) is connected to the second service axle modulator (114) and receives the second service brake pressure (p3) from the second service axle modulator (114), and the redundancy brake pressure connection (6) of the third redundancy valve assembly (1c) is connected to the second redundancy axle modulator (144) and receives the second redundancy brake pressure (p4) from the second redundancy axle modulator (144), and wherein the brake actuator connection (8) of the third redundancy valve assembly (1c) is connected to at least one third service brake actuator (208c) on the second axle (A2).

25. Vehicle (200), preferably a commercial vehicle (202), comprising at least one first axle (A1) and one second axle (A2) and an electronically controllable pneumatic brake system (204) according to any of claims 16 to 24.

26. Method for controlling an electronically controllable pneumatic brake system (204) according to any of claims 16 to 24, comprising the following steps in a service case of the electronically controllable pneumatic brake system (204), adjusting a service brake pressure (p1) by a service brake pressure modulator (112) at a service brake pressure connection (4) of a redundancy valve assembly (1), controlling the redundancy valve assembly (1) by a service control unit (110) on the basis of first wheel speed signals (SD) and thereby adjusting the service brake pressure (p1) at a brake actuator connection (8) of the redundancy valve assembly (1) in a slip-controlled manner; and in a redundancy case (BZZ?) of the electronically controllable pneumatic brake system (204), adjusting a redundancy brake pressure (p2) by a redundancy axle modulator (142) at a redundancy brake pressure connection (6) of the redundancy valve assembly (1), controlling the redundancy valve assembly (1) by a redundancy control unit (140) on the basis of the first wheel speed signals (SD) and thereby adjusting the redundancy brake pressure (p2) at the brake actuator connection (8) in a slip-controlled manner.