ELECTRONICALLY CONTROLLED PNEUMATIC SERVICE BRAKING SYSTEM OF A VEHICLE WITH ELECTRO-PNEUMATIC REDUNDANCY

Description

[0001] The invention relates to an electronically controlled pneumatic service brake system of a vehicle, according to the preamble of claim 1.

[0002] Such an electronically controlled pneumatic service brake system is known from EP 3 344 503 B1. In the known service brake system, a first brake valve in the form of a foot brake valve with one electrical channel and two pneumatic channels and a second brake valve in the form of a 2-channel pressure control module are present. Depending on the actuation of a foot brake pedal of the first brake valve, the latter generates first brake valve control pressures for a first control valve on the front axle and for a second control valve on the rear axle in its two pneumatic channels. In parallel, for the purpose of redundancy, the second brake valve generates second brake valve control pressures for the first control valve on the front axle and for the second control valve on the rear axle in its two channels.In this case, either the higher control pressure between the first brake valve control pressure and the second brake valve control pressure, or a sum of both, is output to the first control valve and the second control valve. While this design provides electrical and pneumatic redundancy, the construction and assembly effort is relatively high due to the double piping or double pneumatic lines per brake circuit for the first and second brake valve control pressures.

[0003] DE 10 2017 113336 A1 discloses an electropneumatic braking system with a driver assistance system or an autopilot device. WO 95 / 16594 A1 discloses an electropneumatic braking system with two pressure modulators.

[0004] The present invention is based on the object of developing an electronically controlled pneumatic service brake system in such a way that a low construction and assembly effort is achieved while at the same time providing great variability in the control options.

[0005] This object is achieved according to the invention by the features of claim 1. Disclosure of the invention

[0006] The invention relates to an electronically controlled pneumatic service brake system of a vehicle, which has at least the following: a) A first electronic control, b) at least one brake circuit with at least one control valve, wherein the control valve is designed to set or regulate a brake pressure for at least one service brake actuator in the at least one brake circuit, wherein c) the at least one control valve has at least one electrical control input for receiving a primary electrical control signal and at least one pneumatic control input for receiving a secondary pneumatic control pressure as well as a pneumatic working output, and d) the at least one control valve supplies the at least one service brake actuator with the brake pressure via the pneumatic working output depending on the primary electrical control signal or the secondary pneumatic control pressure, and wherein e) the first electronic control is designed,to generate the primary electrical control signal depending on a primary electrical brake request signal and to feed it into the electrical control input of the at least one control valve, f) brake request signal generating means with at least one electrical output and at least one pneumatic output, which is designed to generate the primary electrical brake request signal at the at least one electrical output according to a desired vehicle deceleration and to feed it into the first electronic control, and to generate at least one primary pneumatic control pressure at the at least one pneumatic output, g) a pneumatic connection which is drawn between the at least one pneumatic output of the brake request signal generating means (FBM) and the pneumatic control input of the at least one electro-pneumatic control valve.

[0007] The invention then provides that h) an electronically controlled, electro-pneumatic component is arranged in the pneumatic connection, which has at least one control pressure inlet for controlling the primary pneumatic control pressure and at least one control pressure outlet for controlling the secondary pneumatic control pressure, which is controlled into the pneumatic control inlet of the at least one electro-pneumatic control valve, wherein i) the electronically controlled, electro-pneumatic component is designed such that it generates, modulates or forms the secondary pneumatic control pressure i1) exclusively as a function of the primary pneumatic control pressure, or i2) exclusively as a function of a secondary electrical control signal, or i3) both as a function of the primary pneumatic control pressure and as a function of the secondary electrical control signal.

[0008] An electronically controlled, electro-pneumatic component is any component that can be controlled and / or regulated electronically and that includes pneumatic and / or electro-pneumatic elements such as solenoid valves and, optionally, relay valves. Control electronics can also be integrated into or included in the electronically controlled, electro-pneumatic component.

[0009] The generation or creation of the secondary pneumatic control pressure (exclusively or not exclusively) dependent on the primary pneumatic control pressure can be achieved, for example, by measuring the primary pneumatic control pressure by the electronically controlled, electro-pneumatic component and then forming or generating the secondary pneumatic control pressure by the electronically controlled, electro-pneumatic component based on the measured value of the primary pneumatic control pressure. The primary pneumatic control pressure and the secondary pneumatic control pressure can be pneumatically separated from each other.

[0010] If the secondary pneumatic control pressure is generated or formed independently of the primary pneumatic control pressure and solely on the basis of the secondary electrical control signal, this can mean that although a primary pneumatic control pressure is generated, this is ignored or not used by the electronically controlled, electro-pneumatic component when forming or generating the secondary pneumatic control pressure. Therefore, if a primary pneumatic control pressure is generated according to a target vehicle deceleration that the driver of the vehicle specifies, for example, via a brake pedal, the driver's input is not taken into account in this case. This can be useful, for example, if recuperation is to be used in electric vehicles or if a retarder is to be used instead of a friction brake. This is particularly advantageous on long downhill journeys to prevent the friction brakes from overheating.

[0011] Alternatively, no primary pneumatic control pressure could be generated at all, for example, because the generation of the primary pneumatic control pressure is prevented due to a malfunction in the pneumatic backup brake circuit, but the secondary pneumatic control pressure could still be generated or formed by the electronically controlled, electro-pneumatic component based on the secondary electrical control signal. In this case, the electronically controlled, electro-pneumatic component provides electro-pneumatic redundancy for the pneumatic backup brake circuit.

[0012] Likewise, no primary pneumatic control pressure is generated if the driver is inattentive and does not brake, even though braking would be necessary due to a critical situation. In this case, the secondary electrical control signal, initiated, for example, by a driver assistance system such as ACC (Adaptive Cruise Control) or an autopilot system, generates and / or modulates the secondary pneumatic control pressure.

[0013] If the driver requests braking by pressing the foot brake pedal with a target vehicle deceleration dependent on the driver's braking request, a driver assistance system can also simultaneously specify a higher or lower target vehicle deceleration. In this case, the emergency braking deceleration generated by an emergency braking assistant can be greater than the target vehicle deceleration requested by the driver. In this case, the secondary pneumatic control pressure can be generated exclusively depending on the secondary electrical control signal of the second electronic control unit, which is then based on the target vehicle deceleration specified by the emergency braking assistant.

[0014] In addition, cases are also conceivable in which the secondary pneumatic control pressure is formed, modulated, or generated exclusively depending on the secondary electrical control signal of the second electronic control system and also depending on the primary pneumatic control pressure. For example, if the primary electro-pneumatic control system has failed and the driver, with the help of the secondary pneumatic control system, initiates braking with a brake slip greater than the permitted brake slip. In this case, the secondary electrical control signal can modulate the secondary pneumatic control pressure in such a way that the brake slip does not exceed the permitted brake slip. The same applies to other driver assistance systems such as traction control or stability control, which can then influence the modulation and / or generation of the secondary pneumatic control pressure.

[0015] The electronically controlled, electro-pneumatic component also forms an electro-pneumatic redundancy if the electrical control of the at least one control valve is prevented by the primary electrical control signal, or if it is not intended to generate a primary electrical control signal.

[0016] In the invention, the brake request signal generating means, the electronically controlled electro-pneumatic component, and the at least one electro-pneumatic control valve are connected in series in the pneumatic connection. Therefore, for example, only one pneumatic line is advantageously required as a pneumatic connection for each brake circuit, which then forms the pneumatic connection.

[0017] It is clear in the invention that each brake circuit can individually generate its own primary and secondary pneumatic control pressure as well as its own primary and secondary electrical control signal.

[0018] Advantageous further developments of the invention defined in claim 1 are possible in the subclaims.

[0019] Particularly preferably, the electronically controlled, electropneumatic component is designed such that it transmits signals a) a driver assistance system, and / or b) an autopilot device, and / or c) a sensor device and can generate the secondary electrical control signal depending on these signals.

[0020] The secondary electrical control signal can then be used to modulate the secondary pneumatic control pressure.

[0021] Preferably, the sensor device comprises at least one of the following sensors: a wheel speed sensor, a steering angle sensor, a yaw rate sensor, an acceleration sensor.

[0022] For example, the sensor device can comprise at least one wheel speed sensor that detects wheel speed signals from at least one wheel of the vehicle. These wheel speed signals then form the basis for an anti-skid control system (ABS), an anti-skid control system (ASR), and / or a stability control system (ESP), which, for example, is integrated or implemented in the electronically controlled, electropneumatic component, or with which the electronically controlled, electropneumatic component interacts. Likewise, a yaw rate sensor, a steering angle sensor, and / or an acceleration sensor (longitudinal acceleration and lateral acceleration) can be included in the sensor device, for example, to implement a stability control system (ESP).

[0023] Therefore, the electronically controlled, electropneumatic component can implement a brake slip control (ABS), a traction control (ASR), and / or a stability control or vehicle dynamics control (ESP), depending on which system(s) the secondary electrical control signal is then generated. The secondary pneumatic control pressure is then modulated according to the secondary electrical control signal, particularly if at least one control or regulating electronic system forms part of the electronically controlled, electropneumatic component, in which the brake slip control (ABS), the traction control (ASR), and / or the stability control or vehicle dynamics control (ESP) is / are implemented.

[0024] The electronically controlled, electro-pneumatic component is then able to carry out, for example by modulating a secondary pneumatic control pressure or several secondary control pressures depending on the signals of such sensors, a brake slip control (ABS) and / or a traction control (ASR) and / or a stability control or driving dynamics control (ESP) for each vehicle wheel or each vehicle axle.

[0025] The driver assistance system may include a system such as emergency braking or adaptive cruise control (ACC), which then, for example, specifies a desired vehicle deceleration as a signal, which is then received by the electronically controlled, electropneumatic component to modulate the secondary pneumatic control pressure depending on this signal. Control electronics for the driver assistance system may also be integrated into the electronically controlled, electropneumatic component.

[0026] For example, the electronically controlled, electropneumatic component can be connected to a vehicle data bus on which the signals are available.

[0027] An ABS pressure control valve can also be connected between the working output of the at least one electropneumatic control valve and the at least one brake actuator supplied with brake pressure by the at least one electropneumatic control valve. This valve is controlled by the electronically controlled, electropneumatic component in order to modulate this brake pressure on a wheel-by-wheel or axle-by-axle basis. As is known, an ABS pressure control valve can temporarily maintain, increase, or reduce the brake pressure. At wheels or axles of the vehicle on which such an ABS pressure control valve is located, the brake pressure can then be modulated on a wheel-by-wheel or axle-by-axle basis.

[0028] Modulation of a pressure is understood to mean any change, adjustment or variation of the pressure in question, which may also include maintaining the pressure.

[0029] The brake request signal generating means can also comprise a foot brake module with at least one electrical channel and at least one pneumatic channel, wherein the primary brake request signal is generated in the at least one electrical channel and the at least one primary pneumatic control pressure is generated in the at least one pneumatic channel depending on actuation of a foot brake pedal of the foot brake module. Alternatively or additionally, brake request signal generating means can also be those which generate the primary brake request signal and the at least one primary pneumatic control pressure automatically, for example, without driver intervention, in particular an autopilot device in the context of autonomous driving.

[0030] Particularly preferably, the electronically controlled, electropneumatic component comprises an electromagnetic control valve device controllable by the secondary electrical control signal, wherein the secondary pneumatic control pressure is generated by the electromagnetic control valve device as a function of the secondary electrical control signal.

[0031] The electronically controlled, electropneumatic component can also comprise a second electronic control and at least one pressure sensor which detects the primary pneumatic control pressure and feeds corresponding pressure signals into the second electronic control, which generates the secondary electrical control signal depending on the pressure signals.

[0032] The second electronic control can be an integrated second electronic control or can be distributed across several second electronic controls.

[0033] Preferably, the secondary electrical control signal is dependent on a secondary electrical brake request signal which represents a vehicle target deceleration or a pressure target value.

[0034] The secondary electrical brake request signal can be generated by a driver assistance system such as emergency braking, adaptive cruise control (ACC) or an autopilot device.

[0035] Genz particularly preferably, the service brake system may comprise at least one pressure control module which has at least the following: a) At least one pressure control module supply connection for connection to a compressed air supply under supply pressure, b) at least one electrical pressure control module control input, at least one pneumatic pressure control module control input, at least one pressure control module venting output connected to a pressure sink, and at least one pressure control module working output, c) at least one electronic control unit electrically connected to the electrical pressure control module control input, d) at least one electromagnetic inlet / outlet valve combination controlled by the electronic control unit, which is connected on the one hand to the pressure control module supply connection for supplying supply pressure and on the other hand to the pressure control module venting output for venting, e) a relay valve controlled by the electromagnetic inlet / outlet valve combination by a pneumatic relay control pressure at its pneumatic control connection,which modulates a working pressure from the supply pressure at the pressure control module working output depending on the relay control pressure, f) at least one pressure sensor which detects the working pressure at the pressure control module working output and feeds a corresponding actual pressure value into the electronic control unit, g) an electromagnetic backup valve which is connected on the one hand to the pneumatic pressure control module control input and on the other hand to the pneumatic control connection of the relay valve and which, when energized in a blocking position, blocks the pneumatic pressure control module control input from the pneumatic control connection of the relay valve and, when deenergized in a pass-through position, connects the pneumatic pressure control module control input to the pneumatic control connection of the relay valve, wherein h) the electronic control unit is designed to control the electromagnetic inlet / outlet valve combination in such a way,that the actual pressure value is adjusted to a target pressure value, which is represented by an electrical signal that can be controlled into the electrical pressure control module control input.

[0036] The electropneumatic control valve device, which preferably comprises the electronically controlled, electropneumatic component, can then comprise at least one pressure control module, in which a) the pneumatic pressure control module control input forms the control pressure input for controlling the primary pneumatic control pressure, and b) the pressure control module working output forms the control pressure output for controlling the secondary pneumatic control pressure, and c) the pressure control module supply connection is connected to at least one compressed air supply, and d) the secondary electrical control signal can be controlled into the electrical pressure control module control input.

[0037] The electropneumatic control valve device can also be configured such that, when no secondary electrical control signal is generated, particularly by the second electronic control system, i.e., when electropneumatic control is not desired or prevented, the electromagnetic backup valve switches to the open position, wherein the relay valve then generates or forms the secondary pneumatic control pressure at the pressure control module's working output depending on the primary pneumatic control pressure. Since the electromagnetic backup valve is preferably biased into its open position by spring means and therefore automatically switches to the open position when de-energized, this functionality can be implemented in a simple manner.On the other hand, the electromagnetic backup valve then switches to its blocking position when energized, against the action of the spring means, whereby the primary pneumatic control pressure cannot reach the relay valve and therefore cannot have any effect.

[0038] Otherwise, if a secondary electrical control signal is generated, particularly by the second electronic control unit, and fed into the electronic control unit of the electropneumatic control valve device, the then energized electromagnetic backup valve switches to the blocking position, preventing the primary pneumatic control pressure from reaching the relay valve and thus from exerting any effect. However, the electronic control unit of the electropneumatic control valve device then controls the electromagnetic inlet / outlet valve combination depending on the secondary electrical control signal in order to generate or form the secondary pneumatic control pressure via the relay valve at the pressure control module's working output.

[0039] Particularly preferably, the at least one electromagnetic control valve may comprise a pressure control module in which a) the pneumatic pressure control module control input forms the control pressure input for controlling the secondary pneumatic control pressure, and b) the pressure control module working output forms the working output for controlling the brake pressure for the at least one service brake actuator, c) the pressure control module supply connection is connected to at least one compressed air supply, d) the electrical pressure control module control input is connected to the first electronic control for controlling the primary electrical control signal.

[0040] As already explained above, the electronically controlled, electro-pneumatic component can form an electro-pneumatically controlled redundancy if the electrical control of the at least one control valve is prevented by the primary electrical control signal, or if it is not intended to generate a primary electrical control signal.

[0041] The service brake system can, in particular, comprise a conventional electronically controlled service brake system with brake pressure control (EBS), which has been (subsequently) supplemented by the electronically controlled, electro-pneumatic component or in which the electronically controlled, electro-pneumatic component is a retrofit component. The retrofitting effort is advantageously low.

[0042] The electronically controlled, electro-pneumatic component can also be designed to generate control signals for controlling a drive engine of the vehicle (in particular for implementing a traction control system ASR) and / or for controlling a retarder. drawing

[0043] Exemplary embodiments of the invention are illustrated in the drawings below and explained in more detail in the following description. In the drawing, Fig. 1 is a schematic circuit diagram of an electronically controlled pneumatic service brake system of a commercial vehicle according to a preferred embodiment of the invention with a preferred embodiment of an electronically controlled, electro-pneumatic component; Fig. 2 is a schematic circuit diagram of the electronically controlled, electro-pneumatic component of Fig. 1 , which is preferably designed as a pressure control module. Description of the embodiments

[0044] In Fig.1 A preferred embodiment of an electronically controlled pneumatic service brake system 1 of a commercial vehicle is shown, which in particular forms an electronically controlled service brake system with brake pressure control (EBS). The commercial vehicle is preferably designed to tow at least one trailer.

[0045] The electronically controlled pneumatic service brake system 1 comprises a front axle brake circuit as the first service brake circuit, a rear axle brake circuit as the second service brake circuit, and a trailer brake circuit. Furthermore, the electronically controlled pneumatic service brake system 1 includes a foot brake module (FBM), which has a first pneumatic channel 6 for the first service brake circuit and the trailer brake circuit, and a second pneumatic channel 7 for the second service brake circuit, each of which is actuated by a foot brake valve as usual. Furthermore, the foot brake module (FBM) also includes an electrical channel 3 with at least one electrical brake value sensor, preferably two redundant brake value sensors, which measure the actuation of the pedal travel or pedal angle of a foot brake pedal 4 via a travel or angle measuring system, with both the foot brake valves and the electrical brake value sensor being actuated by the foot brake pedal 4.The electric brake signal sensors then generate a primary electric brake request signal BAS in response to an actuation of the foot brake pedal 4, and a first primary pneumatic control pressure SD1 for the first service brake circuit (front axle brake circuit) and the trailer brake circuit in the first pneumatic channel 6, as well as a second primary pneumatic control pressure SD2 for the second service brake circuit (rear axle brake circuit) in the second pneumatic channel 7. By actuating the foot brake pedal 4, the driver can specify a specific target vehicle deceleration.

[0046] The first pneumatic channel 6, the first service brake circuit and the trailer control circuit are supplied with compressed air at reservoir pressure from a first compressed air supply C1 and the second pneumatic channel 7 and also the second service brake circuit are supplied with compressed air at reservoir pressure from a second compressed air supply C2, wherein the first compressed air supply C1 is independent of the second compressed air supply C2.

[0047] The primary electrical brake request signal BAS is then fed through a signal line 5 into an electrical input of a first electronic control unit ECU-1 (EBS-ECU), which here is formed, for example, by a central EBS control unit of the EBS.

[0048] Routines are implemented in the first electronic control unit (ECU-1) which generate a first primary electrical control signal SS1 for the first service brake circuit (front axle brake circuit), a second primary electrical control signal SS2 for the second service brake circuit (rear axle brake circuit), and a primary electrical trailer control signal SST for the trailer brake circuit comprising a trailer control module (TCM). The primary electrical control signals SS1, SS2, and SST each represent target values ​​for the respective brake pressure in the front axle brake circuit, the rear axle brake circuit, and the trailer brake circuit. The target values ​​can vary, for example, depending on an axle load distribution determined on the commercial vehicle. The primary electrical control signals SS1, SS2, and SST are transmitted via electrical signal lines, preferably via a brake CAN.

[0049] In Fig.1 Electrical signal lines or the brake CAN are indicated by dashed lines, while pneumatic lines are drawn in solid lines. The primary electrical control signals SS1, SS2, and SST are then fed by the first electronic control unit ECU-1 (EBS-ECU) into the brake CAN, to which a 1-channel pressure control module 1C-EPM located on the front axle with a first electrical control input 8, a 2-channel pressure control module 2C-EPM located on the rear axle with a second electrical control input 9, and the trailer control module TCM with a third electrical control input 10 are connected.

[0050] The 2-channel pressure control module 2C-EPM is like a 2-channel pressure control module according to Fig. 2 which has two separately controllable channels for the brake pressure on the right and left sides, while the 1-channel pressure control module 1C-EPM and the trailer control module TCM are designed like a 1-channel pressure control module. Fig. 2 Such a 1-channel pressure control module only includes one channel of the 2-channel pressure control module shown there.

[0051] The trailer control module (TCM) therefore also has its own electronic control unit. Depending on the electrical trailer control signal (SST) present at its third electrical control input 10, it controls its integrated solenoid valves to generate a pneumatic control pressure for the also integrated relay valve, which then outputs a corresponding trailer brake pressure to a third pneumatic working output connected to a "brake" coupling head (not shown here).

[0052] The single-channel pressure control module 1C-EPM of the front axle is then connected on the supply side to the first (front axle) compressed air supply C1 via a first pressure control module supply connection 11, which is subject to a first supply pressure. The two-channel pressure control module arranged on the rear axle is connected on the supply side to the second (rear axle) compressed air supply C2 via a second pressure control module supply connection 12, which is subject to a second supply pressure. The trailer control module TCM is connected on the supply side, for example, to the first compressed air supply C1 via a third pressure control module supply connection 13.

[0053] Then the electronic control units 29 integrated in the two pressure control modules 1C-EPM and 2C-EPM as well as in the trailer control module TCM (see Fig. 2 )convert the information contained in the received primary electrical control signals SS1, SS2 and SST about the respective target value for the service brake pressure or trailer brake pressure by independently controlling the integrated solenoid valves for each channel in order to generate pneumatic control pressures for the also integrated relay valves 38 (see Fig. 2 )to generate, which then output an actual value for the first service brake pressure on the front axle at a first pneumatic working output 14 on the 1-channel pressure control module 1C-EPM of the front axle. The first pneumatic working output 14 of the 1-channel pressure control module 1C-EPM is connected to two ABS pressure control valves, a first pressure control valve PCV1 and a second pressure control valve PCV2, which - also controlled by the first electronic control unit ECU-1 (EBS-ECU) - can individually maintain, reduce, or increase the initially common brake pressure on the front axle for each wheel or axle side, for example for brake slip control (ABS function), before it is fed into pneumatic service brake cylinders, a first pneumatic service brake cylinder BZ1 on a first front wheel and a second pneumatic service brake cylinder BZ2 on a second front wheel of the front axle.

[0054] In the same way, the 2-channel pressure control module 2C-EPM on the rear axle independently controls an actual value of a second brake pressure to the two second pneumatic working outputs 15a, 15b for each channel. The two second pneumatic working outputs 15a, 15b are also connected here, for example, via an ABS pressure control valve, a third ABS pressure control valve PCV3, and a fourth ABS pressure control valve PCV4 to an associated third and fourth pneumatic service brake cylinder BZ3, BZ4 of a right and left rear wheel of the rear axle. The pressure sensor 39, which is present for each channel (see Fig. 2 ) of the 2-channel pressure control module 2C-EPM then reports the respective actual value of the brake pressure to the integrated electronic control unit 29 of the 2-channel pressure control module 2C-EPM, which then electrically controls the integrated solenoid valves 40, 41, 42 (see Fig. 2 )regulates the actual value to the target value of the brake pressure. The integrated electronic control unit 29 also includes ABS routines, for example, to regulate the brake pressures side by side or per wheel depending on the respective brake slip.

[0055] In the same way, in the trailer control module TCM, depending on the electrical trailer control signal SST, an actual trailer brake pressure is output to the third pneumatic working output 21 and from there to the coupling head "Brake" by the integrated pressure sensor 39 (see Fig. 2 ) measured and then regulated to the target trailer brake pressure by the integrated electronic control unit 29.

[0056] The first electronic control ECU-1 (EBS-ECU), the electrical channel 3 of the foot brake module FBM, the trailer control module TCM and the pressure control modules 1C-EPM and 2C-EPM are supplied with electrical energy here, for example, from a first electrical energy supply I, for example a battery connected to the vehicle electrical system.

[0057] The primary electro-pneumatic control of the two service brake circuits and the trailer brake circuit comprises the electrical and electronic components of the two service brake circuits and the trailer brake circuit, such as the electrical channel 3 of the foot brake module FBM, the first electrical power supply I, the first electronic control unit ECU-1 (EBS-ECU) and the electronic control units 29, solenoid valves 40, 41, 42 and pressure sensors 39 integrated in the pressure control modules 1C-EPM, 2C-EPM and in the trailer control module TCM. ( Fig. 2 ).

[0058] For a subordinate pneumatic control of the two service brake circuits and the trailer brake circuit, which is automatically activated if the priority electro-pneumatic control fails, the two pneumatic channels 6, 7 of the foot brake module FBM each control a primary pneumatic control pressure SD1 and SD2 into a pneumatic connection 16a, 16b. A first pneumatic connection 16a is drawn between a first pneumatic output 17a of the first channel 6 and a first pneumatic pressure control module control input 18 of the 1-channel pressure control module 1C-EPM and a third pneumatic pressure control module control input 20 of the trailer control module TCM, and a second pneumatic connection 16b is drawn between a second pneumatic output 17b of the second channel 7 and the second pneumatic pressure control module control inputs 19a, 19b of the 2-channel pressure control module 2C-EPM.The third pneumatic pressure control module control input 20 of the trailer control module TCM is preferably connected to the second pneumatic connection 16b via a fifth pressure control valve PCV5.

[0059] The 1-channel pressure control module 1C-EPM, the 2-channel pressure control module 2C-EPM and the trailer control module TCM can then be controlled purely pneumatically by pneumatic control pressures guided in the pneumatic connections 16a, 16b.

[0060] Furthermore, a wheel speed sensor RS1 and RS2 is arranged on each of the front wheels, and a wheel speed sensor RS3 and RS4 is arranged on each of the rear wheels. These sensors detect the wheel speeds of these wheels and feed them into the first electronic control unit ECU-1 (EBS-ECU) as wheel speed signals, for example, in which, for example, an anti-skid control system (ABS), an anti-skid control system (ASR), and an electronic stability program (ESP) are implemented. These control systems process the wheel speed signals. For this purpose, other sensors not explicitly shown here, such as a steering angle sensor, a yaw rate sensor, and an acceleration sensor, also feed their signals into the first electronic control unit ECU-1 (EBS-ECU), for example, via the brake CAN.

[0061] At least the wheel speed sensors RS1-RS4, the at least one steering angle sensor, the at least one yaw rate sensor and the at least one acceleration sensor are components of a sensor device S, the signals of which are also available for a second electronic control unit ECU-2 and can be processed there.

[0062] The first and second compressed air supply C1, C2 are filled with compressed air supplied by a compressor through a multi-circuit protection valve (not shown here) and are separated by circuit and therefore independent of each other.

[0063] If the priority electro-pneumatic control of the two service brake circuits and the trailer brake circuit of the EBS fails, for example because one or more electrical / electronic components fail (fail), such as the first electrical power supply I, the electrical channel 3 of the foot brake module FBM, the first electronic control ECU-1 (EBS-ECU) and / or the electronic control units and / or solenoid valves integrated in the pressure control modules 1C-EPM, 2C-EPM or in the trailer control module TCM, the subordinate pneumatic control intervenes as pneumatic redundancy.

[0064] In other words, backup solenoid valves 40 integrated in the pressure control modules 1C-DRM, 2C-DRM and in the trailer control module TCM, which are then de-energized, switch (siehe Fig. 2 )from the energized blocking position, in which the pneumatic control pressures are blocked from the pneumatic control connection 37 of the respective integrated relay valve 38, then de-energized and spring-loaded into its through position, whereby the pneumatic control pressures conducted in the pneumatic connections 16a, 16b then control the relay valve 38 integrated in the pressure control modules 1C-DRM, 2C-DRM and in the trailer control module TCM, so that the relay valve 38 then modulates the first and second service brake pressures as well as the trailer brake pressure from the respectively connected first or second compressed air supply C1, C2 and transmits them to the respective pneumatic service brake cylinders BZ1-BZ4 and to the "Brake" coupling head. This provides a first, here pneumatic, redundancy in the event that the primary electro-pneumatic control of the EBS fails.

[0065] A second redundancy, which represents an electro-pneumatic redundancy, results from the fact that an electronically controlled, electro-pneumatic component 24 is connected to the pneumatic connections 16a, 16b. The electronically controlled, electro-pneumatic component 24 comprises, for example, a 2-circuit or 2-channel pressure control module BCA, as shown in Fig. 2 is shown schematically.

[0066] The first pneumatic connection 16a is connected to a first control pressure inlet for controlling the primary pneumatic control pressure SD1, and the second pneumatic connection 16b is connected to a second control pressure inlet 26 for controlling the primary pneumatic control pressure SD2 in the 2-channel pressure control module BCA. Furthermore, the 2-channel pressure control module BCA has a first control pressure output 27 for controlling a first secondary pneumatic control pressure SD1* and a second control pressure output 28 for controlling a second secondary pneumatic control pressure SD2*.The first secondary pneumatic control pressure SD1* is then fed into the first pneumatic connection 16a and thus into the first pneumatic pressure control module control input 18 of the 1-channel pressure control module 1C-EPM, while the second secondary pneumatic control pressure SD2* is fed into the second pneumatic connection 16b and thus into the second pneumatic pressure control module control inputs 19a, 19b of the 2-channel pressure control module 2C-EPM. Like the two primary pneumatic control pressures SD1 and SD2, the two secondary pneumatic control pressures SD1* and SD2* can also be different.

[0067] The 2-channel pressure control module BCA is controlled via an electrical control line, preferably through the brake CAN, by a second electronic control unit ECU-2, which is also comprised, for example, of the electronically controlled, electro-pneumatic component 24.

[0068] Furthermore, the second electronic control unit ECU-2 can be controlled by an electronic control unit of a driver assistance system and / or an autopilot device via a secondary electrical braking request signal BAS*. The secondary braking request signal BAS* can, in particular, include information about a desired vehicle deceleration, which can be specified by the driver assistance system and / or the autopilot device and then fed into the second electronic control unit ECU-2.

[0069] This constellation results in several cases of brake control.

[0070] In a first case, the second electronic control ECU-2 can control the 2-channel pressure control module BCA exclusively depending on the secondary brake request signal BAS* and then in particular independently of the first primary pneumatic control pressure SD1 and the second primary pneumatic control pressure SD2.

[0071] The first and second secondary pneumatic control pressures SD1* and SD2* can be generated or formed independently of the first and second primary pneumatic control pressures SD1 and SD2, for example, if the first and second primary pneumatic control pressures SD1 and SD2 are not generated at all by the foot brake module FBM, i.e. if the driver does not request braking via the foot brake module FBM. This can be the case, for example, if the driver does not want to brake or if braking would actually be necessary due to a critical situation, but the driver is inattentive and then does not brake. If the driver does not request braking via the foot brake module FBM, then no primary brake request signal BAS is generated, so that in addition to the subordinate pneumatic control, the priority electro-pneumatic control of the two service brake circuits and the trailer brake circuit is also not active.

[0072] Furthermore, this can be the case if the driver specifies a primary brake request signal BAS and thus a target vehicle deceleration corresponding to the driver's command by actuating the foot brake pedal 4 of the foot brake module FBM. However, this target vehicle deceleration specified by the driver can deviate from a target vehicle deceleration specified by the secondary brake request signal BAS* of the second electronic control unit ECU-2. In this case, the second secondary brake request signal BAS* can be prioritized over the primary brake request signal BAS. Cases are also conceivable in which the primary brake request signal BAS is taken into account in the generation or formation of the secondary brake request signal BAS* or in which the primary brake request signal BAS is prioritized over the secondary brake request signal BAS*.

[0073] In a second case, the second electronic control ECU-2 can also control the 2-channel pressure control module BCA in such a way, for example by not generating a secondary electrical control signal SS*, that the first secondary pneumatic control pressure SD1* is generated or formed exclusively as a function of the first primary pneumatic control pressure SD1 and the second secondary pneumatic control pressure SD2* is generated or formed exclusively as a function of the second primary pneumatic control pressure SD2.

[0074] In a third case, the second electronic control ECU-2 can control the 2-channel pressure control module BCA such that the first and second secondary pneumatic control pressures SD1* and SD2* are generated or formed both as a function of the first and second primary pneumatic control pressures SD1 and SD2 and as a function of the secondary brake request signal BAS*.

[0075] For communication, the first electronic control ECU-1 and the second electronic control ECU-2 are connected, for example, to the brake CAN, so that the secondary brake request signal BAS* of the first electronic control ECU-1 available on the brake CAN and the primary brake request signal BAS of the second electronic control ECU-2 available on the brake CAN are known, in particular for the purpose of data exchange and in particular for carrying out the prioritizations described above.

[0076] If, as described above, the driver requests braking with a target vehicle deceleration dependent on the driver's braking request by actuating the foot brake pedal 4 of the foot brake module FBM, the driver assistance system can also additionally specify a higher or lower target vehicle deceleration. In this case, the emergency braking deceleration generated by an emergency braking assistant can, in particular, be greater than the target vehicle deceleration requested by the driver. In this case, the secondary braking request signal BAS* is prioritized over the primary braking request signal BAS. It is also conceivable that an adaptive cruise control (ACC), which automatically regulates the distance or relative speed in relation to a vehicle ahead, generates the secondary braking request signal BAS* without the driver having to actuate or actuating the foot brake module FBM.In general, the second electronic control unit ECU-2 controls the 2-channel pressure control module BCA to generate the secondary pneumatic spreader pressures SD1* and SD2* depending on the secondary brake request signal BAS*, which here is generated, for example, by an autopilot device and / or by a driver assistance system.

[0077] Since the signals from the wheel speed sensors RS1-RS4, the at least one steering angle sensor, the at least one yaw rate sensor, and the at least one acceleration sensor are also fed into the second electronic control unit ECU-2 as components of the sensor device S, a brake slip control (ABS), a traction control (ASR), and a stability program (ESP) are also at least partially implemented there to execute these control functions. Alternatively or additionally, these control functions can also be implemented in an electronic control unit 29 of the 2-channel pressure control module BCA.Furthermore, the pressure control valves PCV1-PCV5 are also controlled by the second electronic control unit (ECU-2), so that the second electronic control unit (ECU-2) can control or regulate the brake pressure side-by-side, axle-by-axle, and especially wheel-by-wheel, which may be necessary, for example, for brake slip control, traction control, or stability control. The trailer brake pressure can also be individually adjusted by controlling the fifth ABS pressure control valve (PCV5).

[0078] With the help of the electronically controlled, electropneumatic component 24, the above-mentioned control functions can therefore be carried out completely, in particular independently of the first electronic control unit ECU-1.

[0079] The second electronic control unit ECU-2 as well as the 2-channel pressure control module BCA are preferably supplied with electrical energy by a second electrical energy supply II, which is independent of the first electrical energy supply I.

[0080] The Fig. 2 The schematically illustrated 2-channel pressure control module BCA comprises two separate channels for generating the first secondary pneumatic control pressure SD1* and for generating the second secondary pneumatic control pressure SD2*: Since the two channels are essentially identical in structure, the structure of the second channel, in which the second secondary pneumatic control pressure SD2* for the rear axle is generated and, in particular, regulated, will be explained below as representative of the first channel. The first channel can comprise a pressure control module supply connection, which here is connected, for example, to the first compressed air supply C1. The second channel can also comprise a pressure control module supply connection, which here is connected, for example, to the second compressed air supply C2. The pressure control module supply connections of both channels can also be connected to one of the two compressed air supplies C1 or C2.The electrical power supply of the 2-channel pressure control module BCA is provided here, for example, by the second electrical power supply.

[0081] The second channel further comprises an electrical pressure control module control input 30, a pneumatic pressure control module control input 31, a pressure control module vent output 32 connected to a pressure sink, and a pressure control module working output 34, an electronic pressure control module control unit 29 electrically connected to the electrical pressure control module control input 30, an electromagnetic inlet / outlet valve combination 35 controlled by the electronic pressure control module control unit 29, which is connected to a pressure control module supply connection 36 for supplying supply pressure, a relay valve 38 controlled by the electromagnetic inlet / outlet valve combination 35 by a pneumatic relay control pressure at its pneumatic control connection 37, which relay valve 38 modulates a working pressure from the supply pressure at the pressure control module working output 34 depending on the relay control pressure, a pressure sensor 39,which detects the working pressure at the pressure control module working output 34 and feeds a corresponding actual pressure value into the electronic pressure control module control unit 29, an electromagnetic backup valve 40, which is connected on the one hand to the pneumatic pressure control module control input 31 and on the other hand to the pneumatic control connection 37 of the relay valve 38 and which, when energized in a blocking position, blocks the pneumatic pressure control module control input 31 from the pneumatic control connection 37 of the relay valve 38 and, when de-energized in a pass-through position, connects the pneumatic pressure control module control input 31 to the pneumatic control connection 37 of the relay valve 38.

[0082] Since in the relay valve 38 a control piston is pneumatically actuated by the pneumatic control pressure at its pneumatic control connection 37, which in turn actuates a double-seat valve which, depending on the position, connects the pressure control module supply connection 36 to the pressure control module working output 34, there is a pneumatic separation between the pneumatic control connection 37 of the relay valve 38 and the pressure control module working output 34. Rather, the relay valve 38 modulates the working pressure at the pressure control module working output 34 from the supply pressure present at the pressure control module supply connection 36 as a function of the control pressure present at the pneumatic control connection 37, which is fed into the pressure control module control input 31.

[0083] The electronic control unit 29 is designed to control the electromagnetic inlet / outlet valve combination 35 in such a way that the actual pressure value is adjusted to a target pressure value, which is represented by an electrical signal that can be controlled into the electrical pressure control module control input 30.

[0084] The electromagnetic inlet / outlet valve combination 35 can comprise an inlet valve 41 and an outlet valve 42, each of which is designed, in particular, as a 2 / 2-way solenoid valve. However, a design with a 2 / 2-way solenoid valve and a 3 / 2-way solenoid valve is also possible.

[0085] An identical or similar structure as in Fig. 2 also features the 2-channel pressure control module 2C-EPM on the rear axle. The 1-channel pressure control module on the front axle is analogous to one channel of the Fig. 2 schematically shown 2-channel pressure control module BCA.

[0086] In the 1-channel pressure control module 1C-EPM and the 2-channel pressure control module 2C-EPM, the first, second and third pneumatic control pressure inputs 18, 19a, 19b, 20 form the pneumatic pressure control module control input 31 ( Fig. 2 ) for controlling the secondary pneumatic control pressure SD1* or SD2* and the pneumatic working outputs 14, 15a, 15b, 21 the pressure control module working output 34 ( Fig. 2 ) for controlling the brake pressure for the brake cylinders BZ1, BZ2, BZ3, BZ4 and the trailer brake pressure for the "Brake" coupling head. Furthermore, the first pressure control module supply connection 11 of the 1-channel pressure control module 1C-EPM is connected to the first compressed air supply C1, and the second pressure control module supply connection 12 of the 2-channel pressure control module 2C-EPM is connected to the second compressed air supply C2, and the third pressure control module supply connection 13 is connected to the first compressed air supply C1, each as pressure control module supply connections 36.( Fig. 2 ) Furthermore, the first, second and third electrical pressure control module control inputs 8, 9, 10 are connected as electrical pressure control module control inputs 30 ( Fig. 2 ) connected to the first electronic control unit ECU-1 to control the primary electrical control signals SS1, SS2 and SST.

[0087] In the 2-channel pressure control module BCA, the first and second control pressure inputs 25, 26 are used as pneumatic pressure control module control inputs 30 ( Fig. 2 ) the primary pneumatic control pressures SD1 and SD2 are controlled via the pneumatic connections 16a, 16b, and via the first and second control pressure outputs 27, 28 as pressure control module working outputs 34 ( Fig. 2 )The first and second secondary pneumatic control pressures SD1* and SD2* are fed into the pneumatic connections 16a, 16b. Furthermore, the second electrical control input 9 is configured as the electrical pressure control module control input 30. ( Fig. 2 ) connected to the second electronic control ECU-2, which feeds the secondary electrical control signal SS* into the second electrical control input 9.

[0088] The 2-channel pressure control module BCA is then preferably designed such that when no secondary electrical control signal SS* is generated by the second electronic control ECU-2 and the 2-channel pressure control module BCA is de-energized, the integrated electromagnetic backup valve 40 switches to the de-energized through-position, wherein the respective primary pneumatic control pressure SD1 or SD2 is then present at the pneumatic control connection 37 of the integrated relay valve 38, which then supplies the secondary pneumatic control pressure SD1* or SD2* depending on the respective primary pneumatic control pressure SD1 or SD2 at the first and second control pressure outputs 27, 28 ( Fig. 2 :Pressure control module working output 34) is generated or formed. This represents the case in which the primary pneumatic control pressures SD1 and SD2 are generated in the two pneumatic channels 6, 7 of the foot brake module FBM by actuating the foot brake pedal 4 of the foot brake module FBM, depending on a desired vehicle deceleration specified by the driver. As a result, if the primary electro-pneumatic control circuit has failed, the 1-channel pressure control module 1C-EPM and the 2-channel pressure control module 2C-EPM control the service brake circuits and the trailer brake circuit purely pneumatically within the framework of the subordinate pneumatic control circuit. The secondary pneumatic control pressures SD1* and SD2* then pneumatically control the relay valves 38 integrated there, which then actuate the relay valves 38 depending on the secondary pneumatic control pressures SD1* and SD2*.SD2* generate the brake pressure for the brake cylinders BZ1-BZ4 and the trailer brake pressure from the respective supply pressure of the compressed air supply C1, C2. In the 1-channel pressure control module 1C-EPM, in the 2-channel pressure control module 2C-EPM, and in the trailer control module TCM, the integrated backup solenoid valve 40 is then de-energized because the primary electro-pneumatic control circuit has failed. The backup solenoid valves 40 are therefore spring-loaded and switch to their open position, whereby the secondary pneumatic control pressures SD1* and SD2* can reach the pneumatic control connections 37 of the integrated relay valves 38, as shown in FIG. Fig. 2 is easy to imagine.

[0089] However, if the primary electro-pneumatic control circuits (service brake circuits and trailer control circuit) are intact, the backup solenoid valves 40 integrated in the 1-channel pressure control module 1C-EPM, the 2-channel pressure control module 2C-EPM, and the trailer control module TCM are energized and then switch to their blocking position, so that the secondary pneumatic control pressures SD1* and SD2* cannot reach the pneumatic control connections 37 of the integrated relay valves 38. The integrated relay valves 38 are then controlled by a control pressure generated by the inlet / outlet valve combination 35 controlled by the respective integrated electronic control unit 29.

[0090] If a secondary electrical control signal SS* is generated by the second electronic control unit ECU-2, the secondary electrical control signal SS* is fed into the electronic control unit 29 integrated in the 2-channel pressure control module BCA, and the electromagnetic backup valve 40 is switched to the blocking position, whereby the pneumatic control port 37 of the relay valve 38 is blocked from the pneumatic pressure control module control input 30, so that no pneumatic control of the relay valve 38 by the primary pneumatic control pressures SD1 and SD2 is possible. Meanwhile, the integrated electronic control unit 29 then controls the electromagnetic inlet / outlet valve combination 35 depending on the secondary electrical control signal SS* in order to generate a pneumatic control pressure at the control port 37 of the relay valve 38, which then supplies the secondary pneumatic control pressure SD1* or SD2 to the pressure control module working output 34.SD2* produces or forms.

[0091] If the primary electro-pneumatic control circuit of the EBS has failed, the secondary pneumatic control pressures SD1* or SD2* can be generated electrically / electronically by the secondary electrical control signal SS* of the second electronic control unit ECU-2. This allows a variety of control and regulation options for the secondary pneumatic control pressures SD1* or SD2*, regardless of the formation or size of the primary pneumatic control pressures SD1 or SD2. In particular, the secondary pneumatic control pressures SD1* or SD2 can then be generated independently of the primary pneumatic control pressures SD1 or SD2.SD2* can be formed or modulated electrically / electronically in accordance with the control functions described above, such as brake slip control ABS, traction control ASR and / or stability control ESP, since the 2-channel pressure control module BCA is controlled by the second electronic control ECU-2 with the secondary electrical control signal SS*, which can be influenced by such a control function.

[0092] The control function(s) mentioned can be implemented exclusively in the second electronic control unit (ECU-2). Alternatively, the control function(s) can also be implemented both in the second electronic control unit (ECU-2) and in the integrated electronic control unit 29 of the 2-channel pressure control module (BCA), or exclusively in the integrated electronic control unit 29 of the 2-channel pressure control module (BCA).

[0093] The electronically controlled, electro-pneumatic component 24 therefore forms an electro-pneumatically controlled redundancy if the electro-pneumatic control circuits have failed and then electrical control of the 1-channel pressure control module 1C-EPM, the 2-channel pressure control module 2C-EPM and the trailer control module by the primary electrical control signals SS1, SS2 is prevented, or even if the driver does not intend to generate the primary electrical control signals SS1, SS2 by not actuating the foot brake module, for example in a situation in which the driver should brake but does not brake because he is inattentive, for example.

[0094] The embodiment of Fig. 1 the second electronic control ECU-2 and the electronic pressure control module control unit 29 are separate, whereby the second electronic control ECU-2 and the electronic control unit 29 can also be combined in one electronic control. List of reference symbols

[0095] 1Service brake system 2Pneumatic channel 3Electrical channel 4Foot brake pedal 5Signal line 61. Pneumatic channel 72. Pneumatic channel 81. Electrical control input 92. Electrical control input 103. Electrical control input 111. Pressure control module supply connection 122. Pressure control module supply connection 133. Pressure control module supply connection 141. Pneumatic working output 15a / b2nd pneumatic working outputs 16a / bPneumatic connection 17a1. Pneumatic output 17b2. Pneumatic output 181. Pressure control module control input 19a / b2nd pressure control module control inputs 203. Pressure control module control input 213. Pneumatic working output 24electronically controlled, electro-pneumatic component 251. Control pressure input 262. Control pressure input 271. Control pressure output 282.Control pressure output 29 Electronic control unit 30 Electrical pressure control module control input 31 Pneumatic pressure control module control input 32 Pressure control module exhaust output 34 Pressure control module working output 35 Inlet / outlet valve combination 36 Pressure control module supply connection 37 Control connection 38 Relay valve 39 Pressure sensor 40 Backup solenoid valve 41 Inlet valve 42 Outlet valve C1 First compressed air supply C2 Second compressed air supply C2 Third compressed air supply ECU-1 First electronic control ECU-2 Second electronic control BCA 2-channel pressure control module BAS Primary electrical brake request signal BAS* Secondary electrical brake request signal SS1, SS2, SST1, 2, 3primary electrical control signals SS*secondary electrical control signal 1C-EPMfirst control valve (1-channel pressure control module) 2C-EPMsecond control valve (2-channel pressure control module) PCV1-PCV5ABS pressure control valves TCMtrailer control module FBMfoot brake module EBSelectronically controlled service brake system CANbrake CAN Ifirst electrical power supply IIsecond electrical power supply SD1first primary pneumatic control pressure SD2second primary pneumatic control pressure SD1*first secondary pneumatic control pressure SD2*second secondary pneumatic control pressure SSensing device.

Claims

1. Electronically controlled pneumatic brake system (1) of a vehicle, which has at least the following: a) A first electronic controller (ECU-1), b) at least one brake circuit with at least one electropneumatic control valve (1C-EPM, 2C-EPM, TCM), wherein the at least one electropneumatic control valve (1C-EPM, 2C-EPM; TCM) is designed to set or regulate a brake pressure for at least one brake actuator (BZ1, BZ2, BZ3, BZ4) in the at least one brake circuit, wherein c) the at least one electropneumatic control valve (1C-EPM, 2C-EPM, TCM) has at least one electric control input (8, 9, 10) for receiving a primary electric control signal (SS1, SS2, SST) and at least one pneumatic control input (18, 19a, 19b, 20) for receiving a secondary pneumatic control pressure (SD1*, SD2*) as well as a pneumatic operating output (14, 15a, 15b, 21), and d) the at least one electropneumatic control valve (1C-EPM, 2C-EPM, TCM) supplies the at least one service brake actuator (BZ1, BZ2, BZ3, BZ4) with the brake pressure as a function of the primary electric control signal (SS1, SS2, SST) or the secondary pneumatic control pressure (SD1*, SD2*) via the pneumatic operating output (14, 15a, 15b, 21), and wherein e) the first electronic controller (ECU-1) is designed to generate the primary electric control signal (SS1, SS2, SST) as a function of a primary electric braking request signal (BAS) and to import it into the electric control input (8, 9, 10) of the at least one electropneumatic control valve (1C-EPM, 2C-EPM, TCM), f) braking request signal generation means (FBM) with at least one electrical output and at least one pneumatic output (17a, 17b), which is designed to generate the primary electric braking request signal (BAS) at the at least one electrical output, in accordance with a vehicle deceleration setpoint, and to import it into the first electronic controller (ECU-1), and to generate at least one primary pneumatic control pressure (SD1, SD2) at the at least one pneumatic output (17a, 17b), g) at least one pneumatic connection (16a, 16b), which is drawn between the at least one pneumatic output (17a, 17b) of the braking request signal generation means (FBM) and the pneumatic control input (18, 19a, 19b, 20) of the at least one electropneumatic control valve (1C-EPM, 2C-EPM; TCM), characterized in that h) an electronically controlled electropneumatic component (24) is arranged in the pneumatic connection (16a, 16b), which has at least one control pressure inlet (25, 26) for importing the primary pneumatic control pressure (SD1, SD2) and at least one control pressure outlet (27, 28) for exporting the secondary pneumatic control pressure (SD1*, SD2*), which is imported into the pneumatic control input (18, 19a, 19b, 20) of the at least one electropneumatic control valve (1C-EPM, 2C-EPM, TCM), wherein i) the electronically controlled electropneumatic component (24) is designed such that it generates, modulates or forms the secondary pneumatic control pressure (SD1*, SD2*) i1) solely as a function of the primary pneumatic control pressure (SD1, SD2), or i2) solely as a function of a secondary electric control signal (SS*), or i3) both as a function of the primary pneumatic control pressure (SD1, SD2) and as a function of the secondary electric control signal (SS*).

2. Brake system according to claim 1, characterized in that the electronically controlled electropneumatic component (24) is designed such that it receives signals a) from a driver assistance system, and / or b) an autopilot device, and / or c) a first sensor device (S) and can generate the secondary electric control signal (SS*) as a function of these signals.

3. Brake system according to claim 2, characterized in that the sensor device (S) comprises at least one of the following sensors: a wheel speed sensor (RS1, RS2, RS3, RS4), a steering angle sensor, a yaw rate sensor, an acceleration sensor.

4. Brake system according to claim 2 or 3, characterized in that the electronically controlled electropneumatic component (24) is connected to a data bus (CAN), on which the signals are available.

5. Brake system according to any one of claims 2 to 4, characterized in that an antilock braking system (ABS) is implemented in the electronically controlled electropneumatic component (24), as a function of which the secondary electric control signal (SS*) is generated.

6. Brake system according to any one of claims 2 to 5, characterized in that a traction control system (ASR) is implemented in the electronically controlled electropneumatic component (24), as a function of which the secondary electric control signal (SS*) is generated.

7. Brake system according to any one of claims 2 to 6, characterized in that a vehicle dynamics control system or a stability control system (ESP) is implemented in the electronically controlled electropneumatic component (24), as a function of which the secondary electric control signal (SS*) is generated.

8. Brake system according to any one of claims 2 to 7, characterized in that an ABS pressure control valve (PCV1, PCV2, PCV3, PCV4, PCV5) is connected between the pneumatic operating output (14, 15a, 15b, 21) of the at least one electropneumatic control valve (1C-EPM, 2C-EPM, TCM) and the at least one brake actuator (BZ1, BZ2, BZ3, BZ4) supplied with brake pressure by the at least one control valve (1C-EPM, 2C-EPM; TCM), which is controlled by the electronically controlled electropneumatic component (24) in order to modulate this brake pressure for each wheel or each axle.

9. Brake system according to any one of the preceding claims, characterized in that the braking request signal generation means (FBM) comprises a foot brake module (FBM) with at least one electrical channel (3) and at least one pneumatic channel (6, 7), wherein the primary braking request signal (BAS) is generated in the at least one electrical channel (3) and the at least one primary pneumatic control pressure (SD1, SD2) is generated in the at least one pneumatic channel (6,7) as a function of an actuation of the foot brake pedal (4) of the foot brake module (FBM).

10. Brake system according to any one of the preceding claims, characterized in that the electronically controlled electropneumatic component (24) comprises an electromagnetic control valve device (BCA) that can be controlled by the secondary electric control signal (SS*), wherein the secondary pneumatic control pressure (SD1*, SD2*) is generated, formed or modulated by the electromagnetic control valve device (BCA) as a function of the secondary electric control signal (SS*).

11. Brake system according to any one of the preceding claims, characterized in that the electronically controlled electropneumatic component (24) comprises a second electronic controller (ECU-2, 29) as well as at least one pressure sensor (29), which detects the primary pneumatic control pressure (SD1, SD2) and imports the corresponding pressure signals into the second electronic controller (ECU-2, 29), which generates the secondary electric control signal (SS*) as a function of the pressure signals.

12. Brake system according to any one of the preceding claims, characterized in that the secondary electric control signal (SS*) is dependent on a secondary electric braking request signal (BAS*), which represents a vehicle deceleration setpoint or a pressure value setpoint.

13. Brake system according to claim 12, characterized in that the secondary electric braking request signal (BAS*) can be generated by an autopilot device and / or by a driver assistance system.

14. Brake system according to any one of the preceding claims, characterized in that it comprises at least one pressure control module, which has at least the following: a) at least one pressure control module-supply connection (36) for connecting to a compressed air supply (C1, C2) pressurized at a supply pressure, b) at least one electric pressure control module control input (30), at least one pneumatic pressure control module control input (31), at least one control module ventilation outlet (32) connected to a pressure sink and at least one pressure control module operating output (34), c) at least one electronic control unit (29) electrically connected to the electric pressure control module control input (30), d) at least one electromagnetic inlet / outlet valve combination (35) controlled by the electronic control unit (29), which is connected, on the one hand, to the pressure control module supply connection (36) for supplying supply pressure and, on the other hand, to the pressure control module ventilation outlet (32) for ventilation, e) a relay valve (38) controlled by the electromagnetic inlet / outlet valve combination (35) by means of a pneumatic relay control pressure at its pneumatic control port (37), which modulates a working pressure as a function of the relay control pressure from the supply pressure at the pressure control module operating output (34), f) at least one pressure sensor (39), which detects the working pressure at the pressure control module operating output (34) and imports a corresponding actual pressure value into the electronic control unit (29), g) an electromagnetic backup valve (40), which is connected, on the one hand, to the pneumatic pressure control module control input (31) and, on the other hand, to the pneumatic control port (37) of the relay valve (38) and which, energized in a locked position, blocks the pneumatic pressure control module control input (31) as regards the pneumatic control port (37) of the relay valve (38) and, de-energized in a pass-through position, connects the pneumatic pressure control module control input (31) to the pneumatic control port (37) of the relay valve (38), wherein h) the electronic control unit (29) is designed such that it controls the electromagnetic inlet / outlet valve combination (35) such that the actual pressure value is adjusted to a pressure value setpoint, which is represented by an electrical signal that can be imported into the electric pressure control module control input (30).

15. Brake system according to any one of claims 9 to 13 and according to claim 14, characterized in that the electropneumatic control valve device (BCA) comprises at least one pressure control module, in which a) the pneumatic pressure control module control input (31) forms the control pressure inlet (25, 26) for importing the primary pneumatic control pressure (SD1, SD2), and b) the pressure control module operating output (34) forms the control pressure outlet (27, 28) for exporting the secondary pneumatic control pressure (SD1*, SD2*), c) the pressure control module supply connection (36) is connected to at least one compressed air supply (C2), d) the secondary electric control signal (SS*) can be imported into the electric pressure control module control input (30).

16. Brake system according to claim 15, characterized in that the electropneumatic control valve device (BCA) is designed such that a) if no secondary electric control signal (SS*) is generated, the electromagnetic backup valve (40) switches into the pass-through position, wherein the relay valve (38) generates or forms the secondary pneumatic control pressure (SD1*, SD2*) as a function of the primary pneumatic control pressure (SD1, SD2) at the pressure control module operating output (34), and otherwise, b) if a secondary electric control signal (SS*) is generated, the electromagnetic backup valve (40) switches into the locked position and the secondary electric control signal (SS*) is imported into the electronic control unit (29), which controls the electromagnetic inlet / outlet valve combination (35) as a function of the secondary electric control signal (SS*), in order to generate or form the secondary pneumatic control pressure (SD1*, SD2*) by means of the relay valve (38) at the pressure control module operating output (34).

17. Brake system according to claim 14, or according to claim 14 and one of the claims 15 or 16, characterized in that the at least one electropneumatic control valve (1C-EPM, 2C-EPM, TCM) comprises a pressure control module, in which a) the pneumatic pressure control module control input (31) forms the at least one pneumatic control input (18, 19a, 19b, 20) for importing the secondary pneumatic control pressure (SD1*, SD2*), and b) the pressure control module operating output (34) forms the at least one pneumatic operating output (14, 15a, 15b, 21) for exporting the brake pressure for the at least one service brake actuator (BZ1, BZ2, BZ3, BZ4), c) the pressure control module supply connection (36) is connected to at least one compressed air supply (C1, C2), d) the electric pressure control module control input (30) is connected to the first electronic controller (ECU-1) for importing the primary electric control signal (SS1, SS2, SST).

18. Brake system according to any one of the preceding claims, characterized in that the electronically controlled electropneumatic component (24) forms an electropneumatically controlled redundancy, if electric control of the at least one control valve (1C-EPM, 2C-EPM, TCM) is prevented by the primary electric control signal (SS1, SS2, SST), or if there is no intention to generate a primary electric control signal (SS1, SS2, SST).

19. Brake system according to claim 1 and claim 15, characterized in that it comprises an electronically controlled brake system with brake pressure control (EBS), which is supplemented by the electronically controlled electropneumatic component (24).

20. Brake system according to any one of the preceding claims, characterized in that the electronically controlled electropneumatic component (24) is designed such that it generates control signals for controlling a drive unit of the vehicle and / or for controlling a retarder.