Electromechanical brake system with redundant pneumatic control of the trailer

Abstract

The invention relates to a trailer control module (1) for an electromechanical brake system (202) of a tractor vehicle having a trailer, which comprises a pneumatic brake system. The trailer control module (1) comprises a primary electrical connection (10) for receiving a primary electrical control signal (SS1) and a secondary electrical connection (12) for receiving a secondary electrical control signal (SS2) and also a valve arrangement (4), which outputs a trailer brake pressure (pBA) depending on the primary and secondary electrical control signals (SS1, SS2). The valve arrangement (4) has a primary pilot control unit (6), which receives the primary control signals (SS1), and a secondary pilot control unit (8), which receives the secondary control signals (SS2), wherein the primary pilot control unit (6) has a primary 3 / 2-way valve (16) as the primary inlet-outlet valve and the secondary pilot control unit (8) has a secondary 3 / 2-way valve (18) as the secondary inlet-outlet valve. The invention also relates to an electromechanical brake system (202), and to a utility vehicle (200).

Description

[0001] Electromechanical braking system with redundant pneumatic control of the trailer

[0002] The invention relates to a trailer control module for a braking system of a towing vehicle with a trailer comprising a pneumatic braking system. The invention further relates to an electromechanical braking system for a commercial vehicle and a commercial vehicle.

[0003] Braking systems used today for commercial vehicles are generally pneumatic braking systems that operate with compressed air. This applies to both towing vehicles and trailers, with one or more compressed air circuits being provided in the towing vehicle, and the towing vehicle's braking system featuring valves to supply compressed air to targeted pneumatically actuated brake actuators on the wheels, thus decelerating the towing vehicle. Trailers for such commercial vehicles also include a pneumatic braking system, but are supplied by an air treatment unit in the towing vehicle. For this purpose, both the towing vehicle and the trailer have two pneumatic connections: a "supply" coupling head and a "brake" coupling head.The "Supply" coupling head supplies reservoir pressure from the towing vehicle to the trailer, which is then used in the trailer to fill a designated trailer reservoir. The "Brake" coupling head, on the other hand, transmits a control pressure that specifies the brake pressure level for the trailer.

[0004] With increasing electrification in the automotive sector, the braking systems of towing vehicles are also becoming more electrified. For this reason, electromechanical braking systems have been increasingly developed and deployed in recent years. These systems no longer operate with compressed air in the towing vehicle, but instead control electric brake actuators, and in which the deceleration of the towing vehicle is achieved by electromechanical actuators.

[0005] Nevertheless, there is a need to continue to tow trailers that have a conventional pneumatic braking system with electrified towing vehicles and to control the trailer's pneumatic braking system.

[0006] A trailer control valve for this purpose is known from EP 3 822 133 A1. The trailer control valve comprises at least two electrical connections configured to receive two independent but redundant electrical control signals containing the signal for a preset brake control pressure, at least one valve configured to adjust a constant air pressure of an air pressure source to the preset brake control pressure, a brake supply pressure connection, which is a pneumatic outlet and is configured to provide the preset brake supply pressure to the pneumatic trailer braking system, and a brake control pressure connection, which is a second pneumatic outlet and is configured to provide the preset brake control pressure to the pneumatic braking system of the trailer. The compressed air source is arranged within the trailer control valve.

[0007] Furthermore, EP 3 822 134 B1 discloses a trailer control module which is provided for a braking system of a motor vehicle having a trailer comprising a pneumatic braking system which is designed to provide a preset brake control output pressure to the pneumatic braking system of the trailer.According to this disclosure, the trailer control module comprises at least two electrical ports configured to receive two independent but redundant electrical control input signals, including the signal for a preset brake control output pressure, at least one air pressure source input configured to receive compressed air from a compressed air source, at least one valve configured to regulate the constant air pressure from the air pressure source to the preset brake output pressure, at least one brake supply pressure port configured to provide the brake supply output pressure to the trailer's pneumatic brake system, and at least one brake control pressure port configured to provide the preset brake control output pressure to the trailer's pneumatic brake system.The trailer control module disclosed herein is characterized in that it comprises at least two control solenoid groups, each of which comprises at least one load valve and at least one exhaust valve, and forms part of the control channel.

[0008] Even though both solutions work, further improvements are necessary, especially in terms of installation space and a reduction in the number of individual components.

[0009] In a first aspect, the invention solves the problem with a trailer control module for a braking system of a towing vehicle with a trailer, which comprises a pneumatic braking system, with the features of claim 1. According to the first aspect of the invention, such a trailer control module comprises at least a first primary electrical connection for receiving a primary electrical control signal and a secondary electrical connection for receiving a secondary electrical control signal. The primary and secondary electrical control signals are preferably redundant and independent of one another. They preferably comprise the signal for a preset trailer brake pressure. During normal operation, preferably only the primary electrical control signal is controlled.In the event that the primary electrical control signal cannot be provided or cannot be provided correctly in the event of a fault, the trailer control module is preferably controlled based on the secondary electrical control signal.

[0010] Furthermore, according to the first aspect of the invention, the trailer control module preferably has at least one supply port for receiving supply pressure from a compressed air source, a trailer supply port for providing supply pressure for the trailer's pneumatic braking system, and a trailer brake pressure port for providing trailer brake pressure for the trailer's pneumatic braking system. The trailer supply port is also referred to as the "supply coupling head" or "yellow coupling head," while the trailer brake pressure port can also be referred to as the "brake coupling head" or "red coupling head." The compressed air source connected to this supply port for receiving supply pressure is preferably the sole compressed air source of the braking system, since the braking system is preferably designed as an electromechanical braking system.

[0011] Furthermore, the trailer control module according to the first aspect of the invention comprises a valve arrangement that receives supply pressure from the supply port and controls the trailer brake pressure at the trailer brake pressure port in dependence on the primary and secondary electrical control signals. The valve arrangement comprises a primary pilot control unit that receives the primary control signals and a secondary pilot control unit that receives the secondary control signals. The primary pilot control unit comprises a primary 3 / 2-way valve as the primary inlet / outlet valve, and the secondary pilot control unit comprises a secondary 3 / 2-way valve as the secondary inlet / outlet valve.

[0012] The invention is based on the finding that a trailer control module that allows pneumatic control of the trailer can and should also be provided in an electromechanical braking system for an electromechanically braked commercial vehicle. However, since an electromechanical braking system does not have any additional compressed air supplies, but only electrically controls the brake actuators on the wheels, a trailer control module for such a braking system should also be purely electrically controllable. For this purpose, the trailer control module according to the first aspect of the invention is designed to receive and implement the primary and secondary electrical control signals.In contrast to the prior art, a separation between load and outlet valves is dispensed with. Instead, a trailer module is proposed that provides a dedicated 3 / 2-way valve for both the primary electrical control signal and the secondary electrical control signal, acting as a combined inlet / outlet valve. This allows the installation space to be reduced and a trailer control module that can process two separate but redundant electrical control signals to be used in a compact space in modern electromechanical braking systems. The compressed air source can be a compressed air tank, a compressor and / or an electronic air treatment unit or another unit suitable for providing compressed air. It can be housed adjacent to the trailer control module in the braking system in order to reduce the number and length of pneumatic lines.In particular embodiments, it may also be advantageous to integrate the inlet control module directly with the compressed air source.

[0013] The primary and secondary electrical control signals are preferably provided by two independent control units, as will be described in more detail below. It should be understood that the trailer control module according to the first aspect of the invention is particularly intended for use in an electromechanical braking system, and in this respect, the supply port is preferably the only supply port, and the compressed air source is preferably connected exclusively to the supply port and no other consumers.

[0014] According to a first preferred embodiment, the primary pilot control unit has a primary holding valve for holding a primary control pressure controlled by the primary 3 / 2-way valve. Preferably, the secondary pilot control unit has a secondary holding valve for holding a secondary control pressure controlled by the secondary 3 / 2-way valve. The primary and secondary 3 / 2-way valves preferably each have first and second switching positions, wherein in the first switching position they are preferably in the outlet or vent position and in the second switching position they are each in the ventilation or inlet or load position. This means that to switch between the ventilation and vent positions and thus to provide a service brake pressure for the trailer, it is necessary for the primary and secondary 3 / 2-way valves to be switched back and forth between their switching positions.To reduce the switching work, primary and secondary holding valves are provided, which can reduce the switching work of the primary and secondary 3 / 2-way valves, especially during staged venting. The primary and secondary holding valves are also preferably controlled via the primary and secondary control signals.

[0015] In a preferred embodiment, the trailer control module has a main valve unit that is connected to the supply port and receives supply pressure therefrom, and that is connected to the primary pilot control unit and the secondary pilot control unit and receives the primary control pressure and the secondary control pressure therefrom, and that controls the trailer brake pressure at the trailer brake pressure port depending on the primary control pressure and the secondary control pressure. According to this embodiment, the main valve unit is thus controlled by both the primary pilot control unit and the secondary pilot control unit.Instead of two main valve units, such as a primary and a secondary main valve unit, there is a single main valve unit for both pilot control units, which controls the trailer brake pressure at the trailer brake pressure connection regardless of whether the trailer brake pressure is requested via the primary control pressure or the secondary control pressure. This also allows for a reduction in the number of components and thus also in the installation space.

[0016] The primary 3 / 2-way valve preferably has a first 3 / 2-way valve connection connected or connectable to the supply connection, a second 3 / 2-way valve connection connected or connectable to a vent, and a third 3 / 2-way valve connection connected to a first control pressure line. In a first de-energized switching position of the primary 3 / 2-way valve, the second 3 / 2-way valve connection is preferably connected to the third 3 / 2-way valve connection. In a second energized switching position of the primary 3 / 2-way valve, the first 3 / 2-way valve connection is preferably connected to the third 3 / 2-way valve connection for controlling the primary control pressure into the first control pressure line.Similarly, the secondary 3 / 2-way valve preferably has a fourth 3 / 2-way valve port connected or connectable to the supply port, a fifth 3 / 2-way valve port connected or connectable to a vent, and a sixth 3 / 2-way valve port connected to a second control pressure line. In a first de-energized switching position of the secondary 3 / 2-way valve, the fifth 3 / 2-way valve port is preferably connected to the sixth 3 / 2-way valve port. In a second energized switching position of the secondary 3 / 2-way valve, the fourth 3 / 2-way valve port is preferably connected to the sixth 3 / 2-way valve port for controlling the secondary control pressure into the second control pressure line. Both the primary and the secondary 3 / 2-way valve are preferably monostable and, according to the described embodiment, are preferably de-energized in the vent position.In special embodiments, however, it can also be provided that the primary and secondary 3 / 2-way valves are each designed to be bistable and thus have two stable locking positions.

[0017] The main valve unit preferably comprises a relay valve with a first relay valve connection connected or connectable to the supply connection, a second relay valve connection connected to the trailer brake pressure connection and controlling the trailer brake pressure, a third relay valve connection connected to a vent, and at least one first relay valve control connection for receiving the primary control pressure. The secondary control pressure can either also be controlled at the first relay valve control connection, or the relay valve has a second relay valve control connection, which is then provided separately for the secondary control pressure. It is also possible to couple the primary and secondary control pressure to the first relay valve control connection, for example, via a select-high valve.

[0018] In a further preferred embodiment, the trailer control module includes a safety valve that is pneumatically arranged at least between the supply connection and the trailer supply connection. Such a safety valve serves to prevent further activation of the trailer brake pressure at the trailer supply connection in the event that the red and / or yellow coupling head is disconnected, thus preventing the compressed air supply from running dry.

[0019] Preferably, the primary switching signals are provided by a primary electronic control unit and the secondary switching signals by a secondary electronic control unit, wherein the primary and secondary electronic control units are independent of each other and can at least partially replace each other functionally. For example, the secondary electronic control unit is a control unit provided for an electronic redundancy level of the braking system. The secondary electronic control unit can also be integrated with the trailer control module to further save installation space.

[0020] Alternatively, the trailer control module can be integrated with an electronic air treatment unit of the braking system. This is particularly advantageous since the braking system as a whole is designed as an electromechanical braking system.

[0021] In a second aspect, the invention solves the aforementioned problem by providing an electromechanical braking system for a commercial vehicle according to claim 14. According to the second aspect of the invention, the electromechanical braking system comprises a primary electronic control unit and a secondary electronic control unit, a first energy source that supplies the primary control unit with electrical energy, and a second energy source that supplies the secondary control unit with electrical energy. In this way, independence of the primary and secondary control units is achieved. The electromechanical braking system comprises at least one first and second electromechanical front-axle brake actuator and at least one first and second electromechanical rear-axle brake actuator, which can be controlled by the primary control unit and the secondary control unit to implement a braking request.It further comprises a trailer control module configured according to one of the above-described preferred embodiments of a trailer control module according to the first aspect of the invention, wherein the primary control unit is connected to the primary electrical connection and provides the primary switching signals thereto. Furthermore, the secondary control unit is connected to the secondary electrical connection and provides the secondary switching signals thereto.

[0022] It should be understood that the trailer control module according to the first aspect of the invention and the electromechanical braking system according to the second aspect of the invention have identical and similar sub-aspects, as particularly set forth in the dependent claims. In this respect, reference is made in full to the above description of the first aspect of the invention.

[0023] Preferably, the trailer control module has a trailer control module housing and is installed as a standalone module in the braking system. Alternatively, the trailer control module and the secondary control unit are integrated together into a single module. Further alternatively, the electromechanical braking system has an electronic air treatment unit, wherein the trailer control module and the electronic air treatment unit are integrated into a single module.

[0024] In a third aspect, the invention solves the problem mentioned above by a commercial vehicle having the features of claim 18. The commercial vehicle has a front axle, at least one rear axle, and an electromechanical braking system according to one of the preferred embodiments of the electromechanical braking system according to the second aspect of the invention. Again, it should be understood that the electromechanical braking system according to the second aspect of the invention, the trailer control module according to the first aspect of the invention, and the commercial vehicle according to the third aspect of the invention have identical and similar sub-aspects, as set out in particular in the dependent claims. In this respect, reference is made in full to the above description of the first and second aspects of the invention.

[0025] 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 limited compared to 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 usable and claimable 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. 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:

[0026] Fig. 1 is a schematic representation of a trailer control module in a first embodiment;

[0027] Fig. 2 is a schematic representation of a trailer control module in a second embodiment;

[0028] Fig. 3 is a schematic representation of a trailer control module in a third embodiment;

[0029] Fig. 4 is a schematic representation of an electromechanical braking system in a first embodiment;

[0030] Fig. 5 is a schematic representation of an electromechanical braking system in a second embodiment; and in

[0031] Fig. 6 is a schematic representation of an electromechanical braking system in a third embodiment.

[0032] Fig. 1 initially shows a first embodiment of a trailer control module 1 according to the invention. The trailer control module 1 is shown here with its own trailer control module housing 1' and has a primary electrical connection 10 and a secondary electrical connection 12 as electrical connections. In addition, the trailer control module 1 has pneumatic connections, namely a supply connection 11 connected to a compressed air source 2 (cf. Figs. 4 to 6), a trailer supply connection 21 connected to a "yellow coupling head", and a trailer brake pressure connection 22 connected to a "red coupling head". For venting, the trailer control module 1 further has a vent 3. The trailer control module 1 is provided for an electromechanical braking system 202 of a commercial vehicle 200 (cf. Figs. 4 to 6) and is intended to be controlled purely electrically in the embodiment shown here (Figs. 1 to 3).Pneumatic redundancy or the like is not provided here, even though this is conceivable in principle and may also be preferred in embodiments.

[0033] To implement primary electrical control signals SS1 provided at the primary electrical connection 10 and to implement secondary electrical control signals SS2 provided at the secondary electrical connection 12, the trailer control module has a plurality of pneumatic or electro-pneumatic valves, which are collectively referred to as valve arrangement 4. In the exemplary embodiment shown here (Fig. 1), the valve arrangement 4 comprises a primary pilot control unit 6 and a secondary pilot control unit 8. The primary pilot control unit 6 is connected to the primary electrical connection 10 and is controlled based on the primary electrical control signals SS1. The secondary pilot control unit 8 is connected to the secondary electrical connection 12 and is controlled based on the secondary electrical control signals SS2.The primary pilot control unit 6 serves to provide a primary control pressure pS1 and the secondary pilot control unit 8 serves to provide a secondary control pressure pS2, which are each dependent on the primary and secondary electrical control signals SS1 , SS1 .

[0034] The primary pilot control unit 6 and the secondary pilot control unit 8 provide the primary and secondary control pressures pS1, pS2, respectively, to a main valve unit 14, which in this case has a relay valve 15. Both the primary and secondary control pressures pS1, pS2 are provided at the relay valve 15, and a separate main valve unit is not provided for each pilot control unit 6, 8; rather, the invention uses a common main valve unit 14 for both the primary and secondary pilot control units 6, 8. The main valve unit 14 then converts the primary and secondary control pressures pS1, pS2, respectively, and, based on this, controls the trailer brake pressure pBA at the trailer brake pressure connection 22.

[0035] More specifically, in the embodiment shown in Fig. 1, the primary pilot control unit 6 has a primary 3 / 2-way valve 16 as a combined inlet-outlet valve, as well as an optional primary holding valve 26. The primary 3 / 2-way valve has a first 3 / 2-way valve port 16.1, which is connected to the supply port 11 and receives supply pressure. The primary 3 / 2-way valve 16 has a second 3 / 2-way valve port 16.2, which is connected to the vent 3. A third 3 / 2-way valve port 16.3 of the primary 3 / 2-way valve 16 is connected to a first control pressure line 17 and controls the primary control pressure pS1 therein. The primary holding valve 16, which is designed as a 2 / 2-way valve, in particular as a monostable 2 / 2-way valve, is also inserted into the first control pressure line 17. In the configuration shown in Fig.In the switching position shown in Figure 1, the de-energized switching position, it is closed, while when energized it is opened and can control the primary control pressure pS1.

[0036] The secondary pilot control unit 8 is constructed in a similar manner, comprising a secondary 3 / 2-way valve as a combined inlet-outlet valve and, optionally, a secondary holding valve 28. The secondary 3 / 2-way valve has a fourth 3 / 2-way valve port 18.1, which is connected to the supply port 11 and receives supply pressure. The secondary 3 / 2-way valve 18 has a fifth 3 / 2-way valve port 18.2, which is connected to the vent 3. A sixth 3 / 2-way valve port 18.3 is connected to the second control pressure line 19 and controls the secondary control pressure pS2 therein. The secondary holding valve 28 is also inserted into the second control pressure line 19 and is designed as a monostable 2 / 2-way valve and is stable and de-energized in the first switching position shown in Fig. 1, while it can be brought into the second open switching position not shown in Fig. 1 when energized.The first and second control pressure lines 17, 19 open downstream of the primary and secondary holding valves 26, 28, respectively, into a common control pressure line 24 in the embodiment shown in Fig. 1. The common control pressure line 24 is then connected to a first relay valve control port 15.4 of the relay valve 15. The relay valve 15 furthermore has a first relay valve port 15.1, which is connected or connectable to the supply port 11 and receives supply pressure pV from it. A second relay valve port 15.2 can also be understood as a working port and is connected to the trailer brake pressure port 22 in order to control the trailer brake pressure pBA thereat. A third relay valve port 15.3 is connected to a vent 3. Between the supply port 11 and the first relay valve port 15.1, a tear-off protection valve 30 is connected in a basically known manner, which is arranged and connected in such a way that in the event of a sudden pressure drop at the trailer supply connection 21 or at the trailer brake pressure connection 22, it falls into a throttled switching position in order to prevent the compressed air source 2 connected to the supply connection 11 from running idle.

[0037] Also shown in Fig. 1 are a primary pressure sensor 32 and a secondary pressure sensor 34, each of which detects the applied trailer brake pressure pBA. The primary pressure sensor 32 provides a primary pressure signal SD1, and the secondary pressure sensor 34 provides a secondary pressure signal SD2. The pressure sensors 32, 34 are thus redundant here.

[0038] The trailer control module housing 1' is only optional and it should be understood that the valve assembly 4 may also be integrated into other functional units of the electromechanical braking system 202, as will be described in more detail with reference to Figs. 4 to 6.

[0039] Fig. 2 shows a variant of the trailer control module of Fig. 1, and identical and similar elements are provided with the same reference numerals as in Fig. 1. The following particularly highlights the differences from the first embodiment (Fig. 1). Similarities between the two embodiments will not be emphasized.

[0040] A first difference is that the secondary 3 / 2-way valve 18 is designed as a bistable valve 20 with two magnetic detent positions. This is indicated by the two electromagnets 20.1, 20.2, which can be controlled, here based on the secondary electrical control signal SS2. A bistable valve has two stable detent positions, i.e., detent positions that can be maintained without current, so that both the switching position of the bistable valve 20 shown in Fig. 2 and the position not shown in Fig. 2 can be maintained without current. This configuration is particularly advantageous for braking the trailer (not shown) when the commercial vehicle 200 is parked and for holding it in the parked state. The bistable valve 20 is able to maintain the switching position not shown in Fig. 2 without current and thus to control the secondary control pressure pS2 permanently and without current in order to also request the trailer brake pressure pBA without current.

[0041] A further difference, which is independent of the difference just described, is that no common control pressure line 24 is provided, but rather the first and second control pressure lines 17, 19 are routed continuously to the relay valve 15. The first control pressure line 17 is connected there to the first relay valve control port 15.4, while the second control pressure line 19 is connected to a second relay valve control port 15.5. The first and second relay valve control ports 15.4, 15.5 can act on the same relay piston, preferably on the same relay surface, or separate control surfaces are provided for the first and second relay valve control ports 15.4, 15.5. An advantage of this arrangement is that the primary and secondary holding valves 26, 28 do not necessarily have to be closed in order to control the other control pressure. This makes it possible, as shown in Fig.As shown in Fig. 2, the optional primary and secondary holding valves 26, 28 are open when de-energized, while they are only closed when energized. This allows overall energy consumption to be reduced and switching operations to be eliminated. A third embodiment of the trailer control module 1, shown in Fig. 3, is again based on the previous embodiments (Figs. 1, 2), and identical and similar elements are again provided with the same reference numerals. Here, too, the differences from the first two embodiments are particularly emphasized, while similarities are de-emphasized.

[0042] The essential difference to the first embodiment (Fig. 1) lies in the arrangement of the primary and secondary pilot control units 6, 8 in the third embodiment (Fig. 3). While the primary and secondary pilot control units 6, 8 are provided in pneumatically separate paths in Fig. 1 and in particular also in Fig. 2, they are arranged in an interconnected manner in Fig. 3. In particular, the secondary 3 / 2-way valve 18 is arranged pneumatically downstream of the primary 3 / 2-way valve 16, i.e. the primary 3 / 2-way valve 16 controls the first control pressure pS1 into the first control line 17, but this is then initially connected to the secondary 3 / 2-way valve 18, so that it is necessary for the secondary 3 / 2-way valve 18 to be moved into the second switching position (not shown in Fig. 1) in order to be able to control the first control pressure pS1. In this way, a security layer can be introduced and it can be prevented that the primary or secondaryThe secondary control pressures pS1, pS2 are not added together at the relay valve 15, but can only be controlled alternately. The primary and secondary holding valves 26, 28 are still shown separately here, but they could also be integrated into a single valve, which can then be controlled by both the primary and secondary electrical control signals SS1, SS2.

[0043] An embodiment of an electromechanical braking system 202 of a commercial vehicle 200 is shown in Fig. 4.

[0044] An electromechanical braking system 202 is provided for a commercial vehicle 200, which here is configured as a two-axle commercial vehicle 200 and has a front axle (VA) and a rear axle (HA). It should be understood that such commercial vehicles 200 can also have a second rear axle and can be configured as multi-axle vehicles. The electromechanical braking system 202 has a primary operating level 204 and a secondary redundancy level 206, which can take over the deceleration of the commercial vehicle 200 in the event that the operating level 204 is not functioning or is not functioning properly. The primary operating level 204 is powered by a first energy source 210 and includes a primary electronic control unit 100.The primary electronic control unit 100 is connected via a primary vehicle bus 212 to other units of the commercial vehicle 200, such as an autonomous driving unit 222, in order to receive and implement trajectories, braking requests, or maneuvers from them. The electromechanical braking system 202 also includes a brake value transmitter 208, which can be designed, for example, as an electric brake pedal. The brake value transmitter 208 is connected to the primary electronic control unit 100 in a basically known manner. The primary electronic control unit 100 is further connected to first and second electromechanical front axle brake actuators 230a, 230b and first and second electromechanical rear axle brake actuators 232a, 232b, and provides control signals SB1, SB2 to them.In the secondary redundancy level 206, the electromechanical braking system 202 includes a secondary electronic control unit 110, which can at least partially functionally replace the primary electronic control unit 100. The secondary electronic control unit 110 assumes control of the electromechanical braking system 202 in the event that the primary electronic control unit 100 is not functioning or is not functioning properly. The secondary electronic control unit 110 is also connected to the brake value transmitter 208 and receives signals from other units, such as in particular the autonomous driving unit 222, via a secondary vehicle bus 214. The secondary electronic control unit 110 is also connected to the first and second electromechanical front axle brake actuators 230a, 230b and the first and second electromechanical rear axle brake actuators 232a, 232b and can provide redundant control signals SB3, SB4 to them in the event of redundancy.For this purpose, the first and second electromechanical front axle brake actuators 230a, 230b and the first and second electromechanical rear axle brake actuators 232a, 232b are connected to both the first and second energy sources 210, 220.

[0045] The electromechanical braking system 202 is designed to control a trailer (not shown). For this purpose, the electromechanical braking system 202 includes the trailer control module 1, which also enables the control of conventional trailers with a purely pneumatic trailer braking system.

[0046] The primary electrical connection 10 of the trailer control module 1 is connected to the primary electronic control unit 100 and receives the primary electrical control signals SS1 therefrom. The secondary electrical connection 12 is connected to the secondary electronic control unit 110 and receives the secondary electrical control signals SS2 therefrom. This means that the trailer can be controlled via the trailer control module 1 both in normal operation, when the electromechanical braking system 202 is controlled by the primary electronic control unit 100, and in redundant operation, when the electromechanical braking system 202 is controlled by the secondary electronic control unit 110. In Fig. 4, a compressed air reservoir is shown as the compressed air source 2, which must be connected to an air treatment unit or the like (not shown here) in order to fill it with compressed air accordingly.

[0047] The second embodiment of the electromechanical braking system 202 (Fig. 5) is based on the first embodiment (Fig. 4), and identical and similar elements are again provided with the same reference numerals, so that reference is made in full to the description of Fig. 4. The differences are also highlighted in particular below. The most important difference in the second embodiment of the electromechanical braking system 202 is that the trailer control module 1 is integrated with the secondary electronic control unit 110 to form a module. The integrated module 240 has a module housing 240', so that, for example, the electrical line via which the secondary electronic control signals SS2 are provided by the secondary electronic control unit 110 runs only internally within the integrated module 240. In this way, installation space can be saved and the overall footprint of the braking system 202 can be reduced.

[0048] The third embodiment (Fig. 6) of the electromechanical braking system 202 is based on the second embodiment (Fig. 5), wherein an electronic air treatment unit 130 is additionally provided here, which is additionally integrated into the integrated module 240. In this respect, the integrated module 240 no longer requires an external connection for supply pressure, as is the case for the compressed air source 2 in the embodiment shown in Fig. 5. Rather, pneumatic lines and connections can run purely within the integrated module 240, thereby saving cabling and installation space. It should be understood that in Fig.6 shows that both the air treatment unit 130 and the trailer control module 1 and the secondary electronic control unit 110 are integrated into the integrated module 240, but there may also be embodiments in which only the trailer control module 1 and the electronic air treatment unit 130 are integrated together.

[0049] Reference symbol (part of the description) Trailer control module Trailer control module housing Compressed air source Vent Valve assembly Primary pilot control unit Secondary pilot control unit Primary electrical connection Supply connection Secondary electrical connection Main valve unit Relay valve First relay valve connection Second relay valve connection Third relay valve connection First relay valve control connection Second relay valve control connection Primary 3 / 2-way valve First 3 / 2-way valve connection Second 3 / 2-way valve connection Third 3 / 2-way valve connection First pilot pressure line Secondary 3 / 2-way valve Fourth 3 / 2-way valve connection Fifth 3 / 2-way valve connection Sixth 3 / 2-way valve connection Second pilot pressure line Bistable valve Trailer supply connection Trailer brake pressure connection Common pilot pressure line 26 Primary hold valve

[0050] 28 secondary holding valve

[0051] 30 Anti-tear valve

[0052] 32 primary pressure sensor

[0053] 34 secondary pressure sensor

[0054] 100 primary electronic control unit

[0055] 110 secondary electronic control unit

[0056] 130 electronic air treatment unit

[0057] 200 commercial vehicles

[0058] 202 electromechanical braking system

[0059] 204 primary operating level

[0060] 206 secondary redundancy level

[0061] 208 brake signal sensor

[0062] 210 first energy source

[0063] 212 primary vehicle bus

[0064] 214 secondary vehicle bus

[0065] 220 second energy source

[0066] 222 Unit for autonomous driving

[0067] 230a, 230b first and second electromechanical front axle brake actuators

[0068] 232a, 232b first and second electromechanical rear axle brake actuators

[0069] 240 integrated module

[0070] 240' module housing

[0071] HA rear axle pBA trailer brake pressure pS1 primary control pressure pS2 secondary control pressure pV reservoir pressure

[0072] SD1 primary pressure signal

[0073] SD2 secondary pressure signal

[0074] 551 primary electrical control signal

[0075] 552 secondary electrical control signal

[0076] VA front axle

Claims

Patent claims 1. Trailer control module (1) for a braking system (202) of a towing vehicle with a trailer comprising a pneumatic braking system, the trailer control module (1) comprising: at least one primary electrical connection (10) for receiving a primary electrical control signal (SS1) and a secondary electrical connection (12) for receiving a secondary electrical control signal (SS2), a supply connection (11) for receiving supply pressure (pV) from a compressed air source, a trailer supply connection (21) for providing supply pressure (pV) for the pneumatic braking system of the trailer, a trailer brake pressure connection (22) for providing a trailer brake pressure (pBA) for the pneumatic braking system of the trailer, and a valve arrangement (4) which receives supply pressure (pV) from the supply connection (11) and in dependence on the primary and secondary electrical control signals (SS1,SS2) controls the trailer brake pressure (pBA) at the trailer brake pressure connection (22), characterized in that the valve arrangement (4) has a primary pilot control unit (6) receiving the primary control signals (SS1) and a secondary pilot control unit (8) receiving the secondary control signals (SS2), wherein the primary pilot control unit (6) has a primary 3 / 2-way valve (16) as the primary inlet-outlet valve and the secondary pilot control unit (8) has a secondary 3 / 2-way valve (18) as the secondary inlet-outlet valve.

2. Trailer control module according to claim 1, wherein the primary pilot control unit (6) has a primary holding valve (26) for holding a primary control pressure (pS1) controlled by the primary 3 / 2-way valve (16).

3. Trailer control module according to claim 1 or 2, wherein the secondary pilot control unit (8) has a secondary holding valve (28) for holding a secondary control pressure (pS2) controlled by the secondary 3 / 2-way valve (18).

4. Trailer control module according to one of the preceding claims, comprising a main valve unit (14) which is connected to the supply connection (11) and receives supply pressure (pV) therefrom, and which is connected to the primary pilot control unit (6) and to the secondary pilot control unit (8) and receives the primary control pressure (pS1) and the secondary control pressure (pS2) therefrom and controls the trailer brake pressure (pBA) at the trailer brake pressure connection (22) as a function of the primary control pressure (pS1) and the secondary control pressure (pS2).

5. Trailer control module according to one of the preceding claims, wherein the primary 3 / 2-way valve (16) has a first 3 / 2-way valve connection (16.1) connected or connectable to the supply connection (11), a second 3 / 2-way valve connection (16.2) connected or connectable to a vent (3) and a third 3 / 2-way valve connection (16.3) connected to a first control pressure line (17), wherein in a first currentless switching position of the primary 3 / 2-way valve (16), the second 3 / 2-way valve connection (16.2) is connected to the third 3 / 2-way valve connection (16.3), and in a second current-energized switching position of the primary 3 / 2-way valve (16), the first 3 / 2-way valve connection (16.1) is connected to the third 3 / 2-way valve connection (16.3) for controlling the primary control pressure (pS1 ) into the first control pressure line (17).

6. Trailer control module according to one of the preceding claims, wherein the secondary 3 / 2-way valve (18) has a fourth 3 / 2-way valve connection (18.1) connected or connectable to the supply connection (11), a fifth 3 / 2-way valve connection (18.2) connected or connectable to a vent (3) and a sixth 3 / 2-way valve connection (18.3) connected to a second control pressure line (19), wherein in a in a first de-energized switching position of the secondary 3 / 2-way valve (18), the fifth 3 / 2-way valve connection (18.2) is connected to the sixth 3 / 2-way valve connection (18.3), and in a second energized switching position of the secondary 3 / 2-way valve (18), the fourth 3 / 2-way valve connection (18.1) is connected to the sixth 3 / 2-way valve connection (18.3) for controlling the secondary control pressure (pS2) into the second control pressure line (19).

7. Trailer control module according to claim 4, wherein the main valve unit (14) comprises a relay valve (15) with a first relay valve connection (15.1) connected or connectable to the supply connection (11), a second relay valve connection (15.2) connected to the trailer brake pressure connection (22) and controlling the trailer brake pressure (pBA), a third relay valve connection (15.3) connected to a vent (3) and at least one first relay valve control connection (15.4) for receiving the primary control pressure (pS1).

8. Trailer control module according to claim 7, wherein the secondary control pressure (pS2) can also be controlled at the first relay valve control connection (15.4), or the relay valve (15) has a second relay valve control connection (15.5) for receiving the secondary control pressure (pS2).

9. Trailer control module according to one of the preceding claims, wherein the primary 3 / 2-way valve (16) and / or the secondary 3 / 2-way valve (18) is designed as a bistable valve (20).

10. Trailer control module according to one of the preceding claims, comprising a tear-off protection valve (30) which is pneumatically arranged at least between the supply connection (11) and the trailer supply connection (21).

11. Trailer control module according to one of the preceding claims, wherein the primary switching signals (SS1) are provided by a primary electronic control unit (100) and the secondary switching signals (SS2) are provided by a secondary electronic control unit (110), wherein the primary and secondary electronic control units (100, 110) are independent of one another and can at least partially replace one another functionally.

12. Trailer control module according to claim 11, wherein the secondary electronic control unit (110) is integrated with the trailer control module (1).

13. Trailer control module according to one of the preceding claims, wherein the trailer control module (1) is integrated with an electronic air treatment unit (130) of the braking system (202).

14. An electromechanical braking system (202) for a commercial vehicle, comprising a primary electronic control unit (100) and a secondary electronic control unit (110), a first energy source (210) that supplies the primary control unit (100) with electrical energy, and a second energy source (220) that supplies the secondary control unit (110) with electrical energy; at least one first and second electromechanical front axle brake actuator (230a, 230b) and at least one first and second electromechanical rear axle brake actuator (232a, 232b), which can be controlled by the primary control unit (100) and the secondary control unit (110) to implement a braking request;and a trailer control module (1 ) according to one of the preceding claims, wherein the primary control unit (100) is connected to the primary electrical connection (10) and provides the primary switching signals (SS1 ) thereto, and the secondary control unit (110) is connected to the secondary electrical connection (12) and provides the secondary switching signals (SS2) thereto.; 15. Electromechanical braking system (202) according to claim 14, wherein the trailer control module (1) has a trailer control module housing (1') and is installed as an independent module in the braking system (202).

16. Electromechanical braking system (202) according to claim 14, wherein the trailer control module (1) and the secondary control unit (110) are integrated into one module.

17. Electromechanical braking system (202) according to claim 14 or 16, comprising an electronic air treatment unit (130), wherein the trailer control module (1) and the electronic air treatment unit (130) are integrated into one module.

18. Commercial vehicle (200) with a front axle (VA) and at least one rear axle (HA), and an electromechanical braking system (202) according to one of claims 14 to 17.

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