Electropneumatic service brake device for a vehicle

Abstract

The invention relates to an electropneumatic service brake device (1) for a vehicle, at least comprising: at least one first pneumatic service brake cylinder (BZ1) that can be acted on by a first service brake pressure (p1), and at least one second pneumatic service brake cylinder (BZ2) that can be acted on by a second service brake pressure (p2), a foot brake actuator (5), a pneumatic foot brake valve device (FBV; FBM) for generating a first control pressure (Stp1) and a second control pressure (Stp2) depending on an actuation of the foot brake actuator (5), an electronic service brake control (EBS-ECU), which is designed and configured to generate, depending on an electrical brake request signal, an electrical control signal which represents a target service brake pressure, a first electropneumatic solenoid valve device (2C-EVO), which is provided and designed to be electrically controllable by the electrical control signal or pneumatically controllable by the first control pressure (Stp1), a second electropneumatic solenoid valve device (FAM), which is controlled by the electronic service brake control (EBS-ECU) and designed to generate the second service brake pressure (p2) for the at least one second service brake cylinder (BZ2). According to the invention, the second electropneumatic solenoid valve device (FAM) is designed differently from a pressure control module, such that the second service brake pressure (p2) for the at least one second service brake cylinder (BZ2) can be generated in a plurality of operating modes, which ensure redundant generation of the second service brake pressure (p2) and stability control and / or driving dynamics control.

Description

[0001] DESCRIPTION

[0002] Electropneumatic service brake device for a vehicle

[0003] The invention relates to an electropneumatic service brake device for a vehicle, in particular for a towing vehicle equipped for trailer operation according to the preamble of claim 1, and to a vehicle equipped with such an electropneumatic service brake device, in particular a towing vehicle equipped for trailer operation according to claim 20.

[0004] A generic electropneumatic service brake system is known, for example, from DE 10 2007 020 881 A1. This document describes a typical architecture of an electronically controlled braking system (EBS) with a foot brake module (FBM), electronic service brake control (EBS-ECU), and intelligent single-channel and dual-channel pressure control modules on the front and rear axles. This enables sensitive electronic control of the brake pressures on all axles and the trailer, as well as all known braking functions, albeit at a relatively high price. On the other hand, conventionally pneumatically controlled braking systems are known. While they enable all braking functions relevant to driving dynamics, such as ABS, ASR, ESP, or emergency braking (AEBS), they do not allow sensitive axle-by-axle brake force control due to the open-loop pressure control.

[0005] The present invention, in contrast, is based on the object of providing an electropneumatic service brake system that offers a relatively wide range of functions with minimal effort. Likewise, a towing vehicle equipped for trailer operation with such an electropneumatic service brake system is to be provided.

[0006] This object is achieved according to the invention by the features of claims 1 and 20.

[0007] Disclosure of the invention

[0008] The invention is based on an electropneumatic service brake device for a towing vehicle equipped for trailer operation, at least comprising: a) at least one first pneumatic service brake cylinder BZ1, which can be acted upon by a first service brake pressure p1, and at least one second pneumatic service brake cylinder BZ2, which can be acted upon by a second service brake pressure p2, b) a foot brake actuating member, c) a pneumatic foot brake valve device with a first pneumatic channel, which is provided and designed to generate a first control pressure Stp1 depending on an actuation of the foot brake actuating member, and with a second pneumatic channel, which is provided and designed to generate a second control pressure Stp2 depending on an actuation of the foot brake actuating member, d) an electrical brake request signal generator, which is provided and designed,to generate an electrical brake request signal depending on an actuation of the foot brake actuating element, e) an electronic service brake control unit EBS-ECU, which is designed and configured to generate an electrical control signal representing a target service brake pressure depending on the electrical brake request signal, f) a first electropneumatic solenoid valve device 2C-EVO, which is supplied with compressed air from a first compressed air reservoir and is provided and configured to be electrically controllable by the electrical control signal or pneumatically by the first control pressure Stp1, in order to control a first service brake pressure p1 for the at least one first pneumatic brake cylinder BZ1 at a first output connection, which first service brake pressure p1 is modulated in particular by a first pressure control valve PCV1, g) a second electropneumatic solenoid valve device FAM,which is supplied with compressed air from a second compressed air reservoir and is controlled by the electronic service brake control EBS-ECU and is designed to generate the second service brake pressure p2 for the at least one second service brake cylinder BZ2 at a second output connection, h) at least one second pressure control valve PCV2, which is controllable by the electronic service brake control EBS-ECU in order to modulate the second service brake pressure p2 for the at least one second service brake cylinder BZ2, The invention is then characterized in that i) the second electropneumatic solenoid valve device FAM is designed and controlled by the electronic service brake control EBS-ECU in such a way that the second service brake pressure p2 for the at least one second service brake cylinder BZ2,

[0009] 11 ) is generated in a first operating mode as a first option depending on the first service brake pressure p1 or as a second option depending on the second control pressure Stp2, wherein the first option and second options are mandatory, or

[0010] 12) in a second operating mode by the second supply pressure pV2 prevailing in the second compressed air supply, in particular by a relay valve RV.

[0011] The first and second pressure control valves PCV1 and PCV2 are preferably conventional ABS pressure control valves, each with two diaphragm valves as inlet and outlet valves, which are each electrically pilot-controlled by a 2 / 2-way solenoid valve. With the help of the first and second pressure control valves PCV1 and PCV2, the first and second service brake pressures p1, p2 are then modulated, i.e., periodically reduced, maintained, and increased, as necessary, i.e., in the event of driving instability.

[0012] The electropneumatic service brake system presented here represents a "hybrid braking system" because, embodied by the electronic service brake control unit (EBS-ECU) and the first electropneumatic solenoid valve device, which is formed in particular by a single- or multi-channel pressure control module, it comprises part of a typical electronically controlled braking system (EBS). On the other hand, the first electropneumatic solenoid valve device differs from a pressure control module typically found in an EBS because it has fewer components and different components than such a pressure control module. This results in significant cost savings.

[0013] Secondly, the electropneumatic service brake system presented here fulfills all requirements regarding redundant control of the brake circuits. Last but not least, the electropneumatic service brake system presented here ensures a range of control and regulation options, particularly with regard to stability and / or driving dynamics control.

[0014] Specifically, in the first operating mode, the two options implement the required dual-circuit service brake on the second brake cylinders supplied with service brake pressure by the second electro-pneumatic solenoid valve device FAM, which second brake cylinders are arranged, for example, on a front axle of the towing vehicle. If, for example, the first brake circuit, in which the first service brake pressure p1 is generated as the first option, in particular for the rear axle brake cylinders, and which is therefore in particular a rear axle brake circuit, fails due to a leak in the compressed air supply through the first compressed air reservoir, this first service brake pressure p1 can no longer be generated or can only be generated in an insufficient manner, so that this first option becomes invalid. However, the second service brake pressure p2 can then still be generated by the second electro-pneumatic solenoid valve device FAM as a second option, depending on the second control pressure Stp2.In both cases - first option and second option - the second service brake pressure p2 can then be modulated by the at least one second pressure control valve PCV2, in particular controlled by the electronic service brake control EBS-ECU, in order to execute, for example, a stability and / or driving dynamics control system such as ABS, ASR and / or ESP. The first option and second options being mandatory therefore means that, due to the required dual-circuit system, both options must fundamentally be executable or present. In principle, the second electro-pneumatic solenoid valve device FAM can therefore be designed and controlled by the electronic service brake control EBS-ECU in such a way that switching from the first option to the second option and vice versa is possible.

[0015] In particular, in the first operating mode, the second service brake pressure p2 can correspond to the first service brake pressure p1 according to the first option and / or to the second control pressure Stp2 according to the second option, for example in each case with a quantity boost by at least one relay valve or even without such a quantity boost.

[0016] The provided first and second pressure control valves PCV1 and PCV2 ensure modulation of the first and second service brake pressures p1 and p2, thus enabling stability and / or vehicle dynamics control of the towing vehicle. Optionally, the trailer brake pressure can also be modulated using a third pressure control valve PCV3 for stability and / or vehicle dynamics control, provided a trailer control module (TCM) is not already controlled for this purpose.

[0017] The provided second operating mode further increases the reliability of the service brake and also ensures circuit separation, while still allowing stability or driving dynamics control. This is because it could also happen that in the first operating mode, switching from the first option to the second option or vice versa is not possible for technical reasons, for example because a solenoid valve that performs this switching is faulty. In this case, the relevant brake circuit could continue to be operated using the second operating mode. In this case, too, the second service brake pressure p2 can be modulated by the at least one second pressure control valve PCV2, in particular controlled by the electronic service brake control EBS-ECU, in order to execute, for example, stability and / or driving dynamics control such as ABS, ASR and / or ESP.The switching from the first operating mode to the second operating mode can be carried out in particular by energizing or de-energizing at least one solenoid valve of the second electropneumatic solenoid valve device FAM, in particular controlled by the electronic service brake control EBS-ECU.

[0018] Since the second electropneumatic solenoid valve device FAM is preferably designed as a structural unit and in particular comprises only two solenoid valves, in particular two 3 / 2-way solenoid valves and optionally also a relay valve, but in contrast to a conventional pressure control module or deviating from a pressure control module, for example, is designed without an integrated backup solenoid valve (2 / 2-way solenoid valve) and / or without an integrated electronic control unit and / or without an integrated pressure sensor, the structure of the second electropneumatic solenoid valve device FAM is simpler than a 1-channel pressure control module that is otherwise usually installed on the front axle.

[0019] According to a preferred embodiment, the second electropneumatic solenoid valve device FAM can be configured and controlled by the electronic service brake control unit EBS-ECU such that the first option or the second option is preset in the first operating mode. If the second electropneumatic solenoid valve device FAM comprises at least one spring-biased solenoid valve, this can be achieved by the switching position in which the spring bias is applied or by a preset energization of such a solenoid valve.

[0020] As already mentioned above, at least one stability and / or driving dynamics control system can be implemented in the electronic service brake control EBS-ECU, wherein a) during a braking operation without activated stability and / or driving dynamics control, the second service brake pressure p2 for the at least one second service brake cylinder BZ2 is generated in the first operating mode and, for example, according to the second option (alternatively, according to the first option), and b) during a braking operation with activated stability and / or driving dynamics control, the second service brake pressure p2 for the at least one second service brake cylinder BZ2 is generated in the second operating mode.

[0021] Preferably, the stability and / or driving dynamics control system may also comprise at least one of the following controls: an anti-skid control system (ABS), an anti-skid control system (ASR), an electronic stability control system (ESP). However, this list is not exhaustive. The term stability and / or driving dynamics control is to be interpreted broadly and includes any intervention, in particular automatic intervention, in the driving behavior of the towing vehicle in order to ensure its driving stability.

[0022] Preferably, the second electropneumatic solenoid valve device FAM can also be comprised of a structural unit which has a first pneumatic connection P41 for the second control pressure Stp2 and a second pneumatic connection P42 for the first service brake pressure p1, a supply connection for the second supply pressure prevailing in the second compressed air supply, the second output connection for the second service brake pressure p2 and at least one electrical control connection for control by the electronic service brake control EBS-ECU.

[0023] The second electropneumatic solenoid valve device FAM can preferably comprise at least the following: a) at least one first 3 / 2-way solenoid valve MV1 and at least one second 3 / 2-way solenoid valve MV2, in particular only these two solenoid valves, wherein b) a first inlet of the first 3 / 2-way solenoid valve MV1 is connected to the first pneumatic connection P41 and a second inlet to the second pneumatic connection P42 and a first outlet to a first inlet of the second 3 / 2-way solenoid valve MV2, and wherein c) a second inlet of the second 3 / 2-way solenoid valve MV2 is connected to the supply connection and the second service brake pressure p2 is controlled at the second output connection as a function of a pressure present at a second output of the second 3 / 2-way solenoid valve MV2.

[0024] In this case, a) the first 3 / 2-way solenoid valve MV1 can connect the first output in a first switching position MV1 / I to the first input of the first 3 / 2-way solenoid valve MV1 and in a second switching position MV1 / II to the second input of the first 3 / 2-way solenoid valve MV1, and b) the second 3 / 2-way solenoid valve MV2 can connect the second output in a first switching position MV2 / I to the first input of the second 3 / 2-way solenoid valve MV2 and in a second switching position MV2 / II to the second input of the second 3 / 2-way solenoid valve MV2.

[0025] Preferably, the first 3 / 2-way solenoid valve MV1 is de-energized, in particular by the electronic service brake control EBS-ECU, in order to assume its first switching position MV1 / I and energized, in order to assume its second switching position MV1 / II. Furthermore, the second 3 / 2-way solenoid valve MV2 is de-energized, in particular by the electronic service brake control EBS-ECU, in order to assume its first switching position MV2 / I and energized, in order to assume its second switching position MV2 / II. Instead of the electronic service brake control EBS-ECU, or in addition thereto, any desired electronic control unit can de-energize / energize the two 3 / 2-way solenoid valves MV1 and MV2.

[0026] A relay valve RV can also be connected between the second output of the second 3 / 2-way solenoid valve MV2 and the second output connection. This relay valve is supplied with compressed air from the second compressed air supply and controlled by the pressure prevailing at the second output of the second 3 / 2-way solenoid valve MV2. This relay valve can then provide the aforementioned quantity amplification of the second control pressure Stb2 and / or the first service brake pressure p1. However, the relay valve is optional.

[0027] According to a further development, at least one throttle can also be arranged in a flow connection between the second input of the first 3 / 2-way solenoid valve MV1 and the second pneumatic connection of the second electropneumatic solenoid valve device FAM. Such a throttle can prevent compressed air from flowing from one brake circuit to the other, for example, in the event of a leak in a solenoid valve of the second electropneumatic solenoid valve device FAM.

[0028] The first electropneumatic solenoid valve device 2C-EVO can also comprise a pressure control module with a local control unit and at least one pressure sensor, by which the first service brake pressure p1 can be regulated to the desired service brake pressure. The pressure control module further comprises an inlet / outlet valve combination and a relay valve pneumatically controlled by the latter. The pressure control module is controlled electrically, in particular at one electrical connection, by the electrical control signal input by the electronic service brake control system, and at one pneumatic connection by the first control pressure Stp1.The pressure sensor integrated into the pressure control module then measures the actual service brake pressure controlled by the relay valve and reports a corresponding value to the local integrated control unit, which then controls the inlet / outlet valve combination such that the first actual service brake pressure is adjusted to the target service brake pressure, which is represented by the electrical control signal. The pressure control module is primarily controlled electrically by the electrical control signal. In the event of a failure or fault in the electrical system, the pneumatic control takes effect via the second pneumatic control pressure, which is then controlled by a normally open backup solenoid valve up to the control connection of the relay valve, so that the latter then generates the first service brake pressure p1. The pressure control module itself therefore corresponds to a conventional pressure control module of the state of the art.Preferably, the first electropneumatic solenoid valve device 2C-EVO is formed by a 2-channel pressure control module, wherein each channel comprises the components described above and controls the first service brake pressure (p1) on one wheel of an axle, preferably on a rear axle.

[0029] According to a further development, the electrical brake request signal generator can comprise at least the following: a) the electronic service brake control EBS-ECU and at least one pressure sensor PS1, PS2, which is designed and configured to detect the first control pressure Stp1 and / or the second control pressure Stp2, wherein the electronic service brake control EBS-ECU forms the electrical brake request signal depending thereon, and / or b) the electronic service brake control EBS-ECU and an electrical brake value transmitter of a foot brake module FBM, which detects a degree of actuation of the foot brake actuating element, wherein the electronic service brake control EBS-ECU forms the electrical brake request signal depending thereon.

[0030] A first pressure control valve PCV1, which can be controlled by the electronic service brake control unit EBS-ECU and is designed and configured to modulate the first service brake pressure p1, can also be arranged between the first electropneumatic solenoid valve device 2C-EVO and the at least one first brake cylinder BZ1.

[0031] In an analogous manner, the second pressure control valve PCV2, which is electrically controllable by the electronic service brake control unit EBS-ECU and is designed and configured to modulate the second service brake pressure p2, can also be arranged between the second electropneumatic solenoid valve device FAM and the at least one second brake cylinder BZ2.

[0032] In the electropneumatic service brake device, at least the following can also be provided for generating a trailer brake pressure for braking the trailer: a) an electropneumatic trailer control module TCM with at least one solenoid valve, which is supplied with compressed air from the first compressed air supply or from the second compressed air supply or from a further compressed air supply and is electrically controllable by the electronic service brake control EBS-ECU and pneumatically controllable by the first control pressure Stp1 or by the second control pressure Stp2, b) a trailer control valve TCV, which is designed and configured to be pneumatically controlled by the first service brake pressure p1 or the second service brake pressure p2 and by the first control pressure Stp1 or the second control pressure Stp2 and to be supplied with compressed air from the first compressed air supply or from the second compressed air supply or from a further compressed air supply.

[0033] In case a), the trailer brake pressure can be modulated for stability and / or driving dynamics control purposes by appropriately controlling the electropneumatic trailer control module TCM by means of the electronic service brake control, since the electropneumatic trailer control module TCM comprises an inlet-Zoutlet solenoid valve combination which permits such modulation.

[0034] In case b), a third pressure control valve PCV3 can be connected upstream of the trailer control valve TCV in order to modulate at least the second service brake pressure p2, particularly for the purposes of stability or driving dynamics control. With the aid of the third pressure control valve PCV3, the second service brake pressure p2, which forms a control pressure for the trailer control valve PCV, is modulated, ie, periodically reduced, maintained, and increased, if necessary, ie, in the event of driving instability.

[0035] The electropneumatic service brake system can also include a structural unit comprising at least the electronic service brake control unit (EBS-ECU) and the first electropneumatic solenoid valve unit (2C-EVO), in particular the pressure control module. The service brake control / regulation routines can be integrated into the local control unit of the pressure control module.

[0036] Alternatively, at least the electronic service brake control unit (EBS-ECU) can also represent a separate and unified component. Furthermore, alternatively, the control and regulation routines of the electronic service brake control unit (EBS-ECU) can also be distributed across multiple electronic control units. At least some of the control and regulation routines of the electronic service brake control unit (EBS-ECU) that control and regulate the electropneumatic service brake system can also be implemented in electronic control units that otherwise perform a function other than brake control and regulation, such as, for example, parking brake control, compressed air preparation control, stability control, and / or air suspension control.

[0037] In the electropneumatic service brake device, a) a first brake circuit can also comprise at least the first solenoid valve device 2C-EVO, the first pneumatic channel, the at least one first pressure control valve PCV1 and the at least one first service brake cylinder BZ1, and b) a second brake circuit can also comprise at least the second solenoid valve device FAM, the second pneumatic channel, the at least one second pressure control valve PCV2 and the at least one second service brake cylinder BZ2.

[0038] The invention also relates to a vehicle, in particular a towing vehicle equipped for trailer operation with an electropneumatic service brake device as described above.

[0039] drawing

[0040] Exemplary embodiments of the invention are illustrated in the drawings below and explained in more detail in the following description. In the drawing,

[0041] Fig.1 is a schematic circuit diagram of a first embodiment of an electropneumatic service brake device according to the invention with a front axle module FAM, a purely pneumatic foot brake valve FBV and a purely pneumatic trailer control valve TCV;

[0042] Fig.2 is a schematic circuit diagram of a second embodiment of an electropneumatic service brake device according to the invention with the front axle module FAM, an electropneumatic foot brake module FBM and the purely pneumatic trailer control valve TCV;

[0043] Fig.3 is a schematic circuit diagram of a third embodiment of an electropneumatic service brake device according to the invention with the front axle module FAM, the electropneumatic foot brake module FBM and an electropneumatic

[0044] Trailer control module TCM;

[0045] Fig. 4 shows an exemplary embodiment of the front axle module FAM.

[0046] Description of the embodiments

[0047] Figure 1 shows a schematic circuit diagram of a first embodiment of an electropneumatic service brake device 1 according to the invention, comprising a first electropneumatic solenoid valve device 2C-EVO, a second electropneumatic solenoid valve device FAM, and here, for example, a purely pneumatic foot brake valve FBV and a purely pneumatic trailer control valve TCV. The electropneumatic service brake device 1 is installed here, for example, in a towing vehicle with a steered front axle 2 and two rear axles, a first rear axle 3 and a second rear axle 4.

[0048] For example, on the front axle 2, two first pneumatic service brake cylinders BZ1 are arranged, which can be actuated by a first service brake pressure p1 and actuate first wheel brakes on the front axle. Similarly, on two rear axles 3, 4, for example, second pneumatic service brake cylinders BZ2 are arranged, each of which can be actuated by a second service brake pressure p2, to actuate second wheel brakes on the rear axle. For example, on the first rear axle 3, so-called combination cylinders consisting of a second service brake cylinder BZ2 and a spring brake cylinder are arranged to implement a parking brake (not relevant here) with the aid of the spring brake cylinders.

[0049] The purely pneumatic foot brake valve FBV is provided with a foot brake actuating element 5 and has a first foot brake valve component with a first pneumatic channel 6, which is provided and designed to generate a first control pressure Stp1 in a first control line 7 depending on an actuation of the foot brake actuating element 5. Furthermore, the foot brake valve FBV contains a second foot brake valve component with a second pneumatic channel 8, which is provided and designed to generate a second control pressure Stp2 in a second control line 9 depending on an actuation of the foot brake actuating element 5.

[0050] Furthermore, an electrical brake request signal generator is provided, which here, for example, comprises two pressure sensors: a first pressure sensor 10 in the first control line 7 to detect the first control pressure Stp1, and a second pressure sensor in the second control line 9 to detect the second control pressure Stp2 and feed corresponding pressure signals into an electronic service brake control unit (EBS-ECU) via signal lines not shown here. Since the first control pressure Stp1 and the second control pressure Stp2 are generated depending on the actuation of the foot brake actuating element 5, the output signals of the pressure sensors 10, 11 are also actuation-dependent and can therefore be interpreted as electrical brake request signals or converted into such in the electronic service brake control unit (EBS-ECU).The values ​​for the first control pressure Stp1 and the second control pressure Stp2 can also be checked against each other in the electronic service brake control unit (EBS-ECU), for example. Averaging or weighting can also be provided. Instead of two pressure sensors 10, 11, only one pressure sensor can be provided, which then measures either the first control pressure Stp1 or the second control pressure Stp2.

[0051] The electronic service brake control EBS-ECU is designed and configured to generate an electrical control signal depending on the pressure signals or depending on the electrical brake request signal preferably formed therefrom in the electronic service brake control EBS-ECU, which electrical control signal represents a desired service brake pressure for the first service brake pressure p1 and the second service brake pressure p2.

[0052] The first electropneumatic solenoid valve device 2C-EVO is designed to regulate the first service brake pressure p1 on the two rear axles, for example, to the target service brake pressure. For this purpose, the first electropneumatic solenoid valve device 2C-EVO can be designed, for example, as a 2-channel pressure control module with an integrated electronic control unit and a pressure sensor per channel. To feed the electrical control signal into the 2-channel pressure control module, an electrical connection of the 2-channel pressure control module is connected to the electronic service brake control unit (EBS-ECU) via a signal line (not shown here). The 2-channel pressure control module further comprises an inlet / outlet valve combination for each channel, a relay valve pneumatically controlled by the latter, and a backup solenoid valve for the pneumatic control.The 2-channel pressure control module is controlled electrically at an electrical connection not shown here by the electrical control signal input from the electronic service brake control EBS-ECU, and at a pneumatic connection 12 by the first control pressure Stp1 conducted in the first control line 7. The pressure sensors integrated in the 2-channel pressure control module then measure the actual service brake pressures output by the relay valves and report the corresponding values ​​to the integrated electronic control unit, which then controls the inlet / outlet valve combinations for each channel in such a way that the first two actual service brake pressures p1 are adjusted to the target service brake pressure, which is represented by the electrical control signal.

[0053] The 2-channel pressure control module is primarily controlled electrically by the electrical control signal. In the event of a failure or fault in the electrical system, the pneumatic control takes effect via the first pneumatic control pressure Stp1, which is then passed through the normally open backup solenoid valves to the control connections of the relay valves, so that they then generate the first service brake pressure p1. The 2-channel pressure control module is arranged here, for example, on the first rear axle 3, but regulates the first service brake pressure p1 at the second service brake cylinders BZ2 of the first and second rear axles 3 and 4, with one channel each assigned to the two wheels on each side of the vehicle. On the supply side, the 2-channel pressure control module is supplied with compressed air from a first compressed air supply 13 via a first supply line 14. The 2-channel pressure control module itself corresponds to a conventional 2-channel pressure control module of the prior art.

[0054] First brake lines are routed between first output connections 15 of the 2-channel pressure control module, each of which contains a first pressure control valve PCV1 controlled by the electronic service brake control unit (EBS-ECU) to modulate the first service brake pressure p1, particularly for the purposes of stability and / or vehicle dynamics control such as ABS, ASR, and / or ESP. Here, the electronic service brake control unit (EBS-ECU) and the 2-channel pressure control module form, for example, a single unit, with the routines of the service brake control unit (Z-control), including the stability and / or vehicle dynamics control, being implemented in the integrated electronic control unit of the 2-channel pressure control module, which also performs pressure control.

[0055] Furthermore, a second electropneumatic solenoid valve device FAM is provided, which is supplied with compressed air from a second compressed air reservoir 17 via a second supply line 18 and is electrically controlled by the electronic service brake control EBS-ECU and is designed to control the second service brake pressure p2 for the two second service brake cylinders BZ2 on the front axle at second output ports 19. Second pressure control valves PCV2 are arranged in second brake lines 20, which are also run between the second output ports 19 and the second service brake cylinders BZ2. These second pressure control valves PCV2 are controllable by the electronic service brake control (EBS-ECU) in order to modulate the second service brake pressure p2, here also in particular for the purposes of the above-mentioned stability or driving dynamics control.

[0056] Here, the second electropneumatic solenoid valve device FAM preferably represents a structural unit arranged on the front axle 2, which has a first pneumatic connection P41 for the second control pressure Stp2 and a second pneumatic connection P42 for the first service brake pressure p1, a supply connection 21 for the second supply line 18 drawn from a second compressed air supply 17, the second output connections 19 for the second service brake pressure p2, and an electrical control connection 22 for electrical control by the electronic service brake control unit EBS-ECU. The second electropneumatic solenoid valve device FAM is therefore electrically and doubly pneumatically controllable, with each pneumatic control forming its own pneumatic brake circuit.

[0057] In the electropneumatic service brake system 1, a rear axle brake circuit then comprises the first compressed air supply 13, the first electropneumatic solenoid valve device 2C-EVO, the first pneumatic channel 6 of the foot brake valve FBV, the first pressure control valves PCV1, and the first service brake cylinders BZ1. A front axle brake circuit then comprises the second compressed air supply 17, the second electropneumatic solenoid valve device FAM, the second pneumatic channel 8 of the foot brake valve FBV, the second pressure control valves PCV2, and the second service brake cylinders BZ2. Both brake circuits are then controlled both electrically and pneumatically.

[0058] In the embodiment of the electropneumatic service brake device 1 of Fig. 1, a trailer control valve TCV is provided for generating a trailer brake pressure for braking the trailer, which trailer control valve is designed and configured to be pneumatically controlled in two circuits, for example, namely on the one hand by means of the second service brake pressure p2 in the second brake line 20 and by means of the first control pressure Stp1 in the first control pressure line and to be supplied with compressed air from a further compressed air supply (not shown here).A third pressure control valve PCV3 is preferably connected in the second brake line 20, which runs from a second output connection 19 of the second electropneumatic solenoid valve device FAM to a pneumatic connection of the trailer control valve TCV. This third pressure control valve PCV3 is controlled by the electronic service brake control unit EBS-ECU to modulate the second service brake pressure p2, particularly for the purposes of stability or vehicle dynamics control. This also allows the trailer brake pressure generated by the trailer control valve PCV based on the second service brake pressure p2 to be modulated for the purposes of stability and / or vehicle dynamics control.

[0059] As can be seen from Fig. 4, the second electropneumatic solenoid valve device FAM comprises, for example, only two solenoid valves as solenoid valves, namely a first 3 / 2-way solenoid valve MV1 and a second 3 / 2-way solenoid valve MV2. Of the first 3 / 2-way solenoid valve MV1, a first inlet 23 is connected to the first pneumatic connection P41 and a second inlet 24 is connected to the second pneumatic connection P42, and a first outlet 25 is connected to a first inlet 26 of the second 3 / 2-way solenoid valve MV2. Of the second 3 / 2-way solenoid valve MV2, a second inlet 27 is connected to the supply connection 21, and the second service brake pressure p2 is controlled at the second output connections 19 depending on a pressure present at a second output 28 of the second 3 / 2-way solenoid valve MV2.The first 3 / 2-way solenoid valve MV1 can connect its first output 25 to its first input 23 in a first switching position MV1 / I and to its second input 24 in a second switching position MV1 / II. The second 3 / 2-way solenoid valve MV2 connects its second output 28 to its first input 26 in a first switching position MV2 / I and to its second input 27 in a second switching position MV2 / II.

[0060] Preferably, the first 3 / 2-way solenoid valve MV1 is controlled by the electronic service brake control (EBS-ECU) such that it is depressurized to assume the first switching position MV1 / I and energized to assume the second switching position MV1 / II. A power failure therefore results in the second electropneumatic solenoid valve device FAM being controlled, as shown in Fig. 4, by the second control pressure Stp2 generated in the second pneumatic channel 8 of the foot brake valve FBV.

[0061] Here, for example, a relay valve RV is connected between the second output 28 of the second 3 / 2-way solenoid valve MV2 and the second output connections 19. The relay valve RV is supplied with compressed air from the second compressed air supply 17 and is controlled by the pressure prevailing at the second output 28 of the second 3 / 2-way solenoid valve MV2 at its control connection 32. This optional relay valve RV then ensures a quantity amplification of the second control pressure Stb2 or the first service brake pressure p1, depending on the switching position of the first 3 / 2-way solenoid valve MV1.

[0062] Also optionally, a throttle 29 can be arranged in a flow connection between the second input 24 of the first 3 / 2-way solenoid valve MV1 and the second pneumatic port P42 of the second electropneumatic solenoid valve device FAM. By means of such a throttle 29, a flow of compressed air from the pneumatic brake circuit, which is controlled by the first service brake pressure p1, into the other pneumatic brake circuit, which is controlled by the second control pressure Stb2, can be prevented, for example, in the event of a leak within the first 3 / 2-way solenoid valve MV1.

[0063] Based on the above-described embodiment of the second electropneumatic solenoid valve device FAM, it is controlled by the electronic service brake control unit EBS-ECU such that the second service brake pressure p2 is generated in a first operating mode and in a first option depending on the first service brake pressure p1 or in a second option depending on the second control pressure Stp2. In the example of Fig. 4, the two options are provided by the two switching positions MV1 / I and MV1 / II of the first solenoid valve MV1.

[0064] In a second operating mode, the second electropneumatic solenoid valve device FAM is controlled by the electronic service brake control EBS-ECU such that the second service brake pressure p2 is formed by the second supply pressure pV2 prevailing in the second compressed air reservoir 17 and optionally amplified by the relay valve RV. As can be seen from Fig. 4, the second operating mode results from switching the second 3 / 2-way solenoid valve MV2 from the first switching position MV2 / I assumed in Fig. 4 to the second switching position MV2 / II.

[0065] This results in a number of redundancy as well as control and regulation options with regard to the service brake pressures p1 and p2.

[0066] In the first operating mode, the two options implement the required dual-circuit service brake on the second brake cylinders BZ2, which are supplied with service brake pressure by the second electro-pneumatic solenoid valve device FAM and are arranged here on the front axle 2 of the towing vehicle. If, for example, the rear axle brake circuit, in which the first service brake pressure p1 is generated in the first option, fails, for example due to a leak in the first compressed air reservoir 13, this first service brake pressure p1 can no longer be generated or cannot be generated sufficiently, so that this first option becomes invalid. However, the second service brake pressure p2 can then still be generated by the second electro-pneumatic solenoid valve device FAM as a second option, depending on the second control pressure Stp2.In both cases - first option and second option - the second service brake pressure p2 can then be modulated by means of the second pressure control valves PCV2, controlled by the electronic service brake control EBS-ECU, in order to execute stability and / or driving dynamics control such as ABS, ASR and / or ESP. The second electro-pneumatic solenoid valve device FAM therefore enables switching from the first option to the second option and vice versa by switching the first 3 / 2-way solenoid valve MV1, preferably by means of the electronic service brake control EBS-ECU. The switching takes place by energizing or de-energizing the first 3 / 2-way solenoid valve MV1, in particular by means of the electronic service brake control EBS-ECU.

[0067] The provided second operating mode further increases the reliability of the service brake and also ensures circuit separation, while still allowing stability or driving dynamics control. For example, it could happen that in the first operating mode, switching from the first option to the second option or vice versa is not possible for technical reasons because, for example, the first 3 / 2-way solenoid valve MV1 provided for this switching is faulty and, for example, jammed. The front axle brake circuit could then continue to be operated using the second operating mode, for example by switching the second 3 / 2-way solenoid valve MV2 from the first switching position MV2 / I shown in Fig. 4, which is preferably assumed with flow out, to its second switching position MV2 / II, for example by energizing it, in particular by the electronic service brake control EBS-ECU.In this case, too, the second service brake pressure p2 generated based on the reservoir pressure in the second compressed air reservoir 17 can be modulated by the second pressure control valves PCV2, which are controlled by the electronic service brake control (EBS-ECU) for stability and / or vehicle dynamics control such as ABS, ASR, and / or ESP, in order to implement the stability and / or vehicle dynamics control. Switching from the first operating mode to the second operating mode and vice versa therefore takes place in particular by energizing / de-energizing the second 3 / 2-way solenoid valve MV2, in particular by means of the electronic service brake control (EBS-ECU).

[0068] Monitoring routines can be provided to detect errors or failures in the 3 / 2-way solenoid valves MV1 and MV2, pressure losses, excessively low service brake pressures p1, p2, electrical errors or failures. For example, self-monitoring of the integrated control unit of the 2-channel pressure control module 2C-EVO and / or the electronic service brake control EBS-ECU can detect the functionality of these components and then shut down the affected components as part of a fail-silent strategy. In this case, the first service brake pressure p1 can no longer be generated electrically. However, the still functional redundant pneumatic control of the 2-channel pressure control module 2C-EVO via the first control pressure Stp1 ensures that the first service brake pressure p1 can still be generated.

[0069] If the fault is that the rear axle brake circuit is leaking, which can be detected by the electronic service brake control (EBS-ECU) due to the then decreasing first control pressure Stp1 (signal from the first pressure sensor 10), then, for example, the first 3 / 2-way solenoid valve MV1 is vented by the electronic service brake control (EBS-ECU), causing it to be automatically switched to its first switching position MV1 / I under spring preload. This then leads to the second electropneumatic solenoid valve device FAM being controlled by the second control pressure Stp2, as shown in Fig. 4.

[0070] The preferred feature here, that the two 3 / 2-way solenoid valves MV1 and MV2 are spring-loaded into one of their switching positions and then automatically assume this switching position when de-energized, is then used, for example, to assume the spring-loaded switching position in the event of a power failure and thereby ensure further generation of the second service brake pressure p2.

[0071] As already mentioned above, at least one stability and / or vehicle dynamics control system is implemented in the electronic service brake control system (EBS-ECU), such as an anti-skid control system (ABS), an anti-skid control system (ASR), and / or an electronic stability control system (ESP). For such a control system, the electronic service brake control system (EBS-ECU) receives signals from sensors such as wheel speed sensors 31, steering angle sensors, yaw rate sensors, and / or longitudinal and / or lateral acceleration sensors.

[0072] During a braking operation with activated stability or driving dynamics control, i.e. when signals from the sensors are present which indicate driving instability of the towing vehicle and / or the coupled trailer, the first pressure control valves PCV1 on the rear axles 3, 4 are controlled by the electronic service brake control EBS-ECU in order to modulate the first service brake pressure p1 in such a way that driving stability is restored.

[0073] During a braking operation with activated stability and / or driving dynamics control, the second service brake pressure p2 is generated on the front axle 2, for example in the second operating mode described above. This second service brake pressure p2 is then modulated, i.e. periodically reduced, maintained and increased, by means of the second pressure control valves PCV2 on the front axle 2, which are then controlled by the EBS-ECU brake control unit, in accordance with the respective stability intervention. During a braking operation without activated stability and / or driving dynamics control, i.e. signals from the sensors are present which indicate driving stability of the towing vehicle and / or the coupled trailer, the second service brake pressure p2 for the front axle is generated in the first operating mode described above and, for example, according to the second option (control by the second control pressure Stp2 at the second control input P42).

[0074] In the embodiment shown in Fig. 2, the difference from the embodiment in Fig. 1 is that instead of a purely pneumatic foot brake valve FBV, a foot brake module FBM with an integrated pneumatic foot brake valve FBV including pneumatic channels 6 and 8 and additionally with an electrical channel 33 is provided, in which, for example, with the aid of at least one rotary potentiometer as an electrical brake value transmitter, the electrical brake request signal is generated depending on the detected degree of actuation of the foot brake actuating element 5. Consequently, the two pressure sensors 10 and 11, which are arranged in Fig. 1 in the two control lines 7 and 9 in order to generate the electrical brake request signal depending on the two control pressures Stp1 and Stp2, can then also be omitted. The remaining components are designed as in Fig. 1.

[0075] The embodiment of the electropneumatic service brake system shown in Fig. 3 is based on the embodiment shown in Fig. 2. However, there is no pneumatic trailer control valve (PCV) for controlling the trailer brakes, but rather an electropneumatic trailer control module (TCM) with electrical and pneumatic control options similar to a pressure control module. Similarly, the trailer control module (TCM) has an integrated inlet / outlet valve combination and a relay valve pneumatically controlled by this valve.In addition, an electro-pneumatic backup valve and a pressure sensor can also be integrated there to measure the actual value of the trailer brake pressure delivered to a "brake" coupling head. This pressure is then compared with a target trailer brake pressure for pressure control purposes. This target trailer brake pressure is specified to the trailer control module TCM by the electrical control signal at an electrical connection output by the electronic service brake control EBS-ECU, thereby controlling a priority electrical trailer brake circuit. In the event of a failure of the priority electrical trailer brake circuit, the backup solenoid valve, which is otherwise energized and switched to its blocking position, switches to its open position, in which the control connection of the integrated relay valve is then connected to a pneumatic connection 30, which is pressurized via the second control line 9, here, for example, by the second control pressure Stp2.The trailer control module (TCM) is then pneumatically controlled, for example, by the second control pressure (Stp2). The trailer control module (TCM) is supplied with compressed air, for example, from another compressed air supply (not shown here). Since the inlet-outlet solenoid valve combination allows modulation of the trailer brake pressure, and this modulation is also carried out by the electronic service brake control (EBS-ECU) if necessary for stability and / or vehicle dynamics control, the third pressure control valve (PCV3) of the embodiments of Fig. 1 and Fig. 2 can be omitted.

[0076] Otherwise, the embodiments of Fig. 2 and Fig. 3 perform the functions already described for Fig. 1.

[0077] List of reference symbols

[0078] 1 service brake device

[0079] 2 front axle

[0080] 3 first rear axle

[0081] 4 second rear axle

[0082] 5 Foot brake actuator

[0083] 6 first pneumatic channel

[0084] 7 first control line

[0085] 8 second pneumatic channel

[0086] 9 second control line

[0087] 10 first pressure sensor

[0088] 11 second pressure sensor

[0089] 12 pneumatic connection of 2C-EVO

[0090] 13 first compressed air supply

[0091] 14 first supply line

[0092] 15 first output connections of 2C-EVO

[0093] 16 first brake lines

[0094] 17 second compressed air supply

[0095] 18 second supply line

[0096] 19 second output ports of FAM

[0097] 20 second brake lines

[0098] 21 Supply connection from FAM

[0099] 22 electrical control connection FAM

[0100] 23 first entrance of MV1

[0101] 24 second input of MV1

[0102] 25 first output of MV1 26 first input of MV2

[0103] 27 second entrance of MV2

[0104] 28 second exit of MV2

[0105] 29 Thrush

[0106] 30 pneumatic connection of the TCM

[0107] 31 wheel speed sensors

[0108] 32 pneumatic control connection of the relay valve of the FAM

[0109] 33 electrical channel of the FBM

[0110] 2C-EV0 first electropneumatic solenoid valve device

[0111] FAM second electropneumatic solenoid valve device

[0112] FBV pneumatic foot brake valve

[0113] TCV pneumatic trailer control valve

[0114] TCM electropneumatic trailer control module

[0115] PCV1 first pressure control valves

[0116] PCV2 second pressure control valves

[0117] PCV3 third pressure control valve p1 first service brake pressure p2 second service brake pressure

[0118] Stp1 first control pressure

[0119] Stp2 second control pressure

[0120] BZ1 first pneumatic service brake cylinder

[0121] BZ1 second pneumatic service brake cylinder

[0122] EBS-ECU electronic service brake control

[0123] P41 first pneumatic connection for the second control pressure Stp2

[0124] P42 second pneumatic connection for the first brake pressure p1

[0125] RV relay valve MV1 first 3 / 2-way solenoid valve

[0126] MV1 / I first switching position of the MV1

[0127] MV1 / II second switching position of the MV1

[0128] MV2 second 3 / 2-way solenoid valve MV2 / I first switching position of the MV2

[0129] MV2 / II second switching position of the MV2

Claims

PATENT CLAIMS 1. Electropneumatic service brake device (1) for a vehicle, in particular for a vehicle equipped for trailer operation, at least comprising: a) at least one first pneumatic service brake cylinder (BZ1) which can be acted upon by a first service brake pressure (p1) and at least one second pneumatic service brake cylinder (BZ2) which can be acted upon by a second service brake pressure (p2), b) a foot brake actuating member (5), c) a pneumatic foot brake valve device (FBV; FBM) with a first pneumatic channel (6) which is provided and designed to generate a first control pressure (Stp1) depending on an actuation of the foot brake actuating member (5), and with a second pneumatic channel (8) which is provided and designed to generate a second control pressure (Stp2) depending on an actuation of the foot brake actuating member (5), d) an electrical brake request signal generator (10, 11),which is provided and designed to generate an electrical brake request signal depending on an actuation of the foot brake actuating element (5), e) an electronic service brake control unit (EBS-ECU), which is designed and configured to generate an electrical control signal representing a target service brake pressure depending on the electrical brake request signal, f) a first electropneumatic solenoid valve device (2C-EVO), which is supplied with compressed air from a first compressed air supply (13) and is provided and designed to be electrically controllable by the electrical control signal or pneumatically by the first control pressure (Stp1), in order to control a first service brake pressure (p1) for the at least one first pneumatic brake cylinder (BZ1) at at least one first output connection (15), in particular modulated by at least one first pressure control valve (PCV1), g) a second electropneumatic solenoid valve device (FAM) which is supplied with compressed air from a second compressed air supply (17) and is controlled by the electronic service brake control (EBS-ECU) and is designed to generate the second service brake pressure (p2) for the at least one second service brake cylinder (BZ2) at at least one second output connection (19), h) at least one second pressure control valve (PCV2) which is controllable by the electronic service brake control (EBS-ECU) in order to modulate the second service brake pressure (p2) for the at least one second service brake cylinder (BZ2), characterized in that i) the second electropneumatic solenoid valve device (FAM) is designed and controlled by the electronic service brake control (EBS-ECU) in such a way that the second service brake pressure (p2) for the at least one second service brake cylinder (BZ2) 11 ) is generated in a first operating mode as a first option depending on the first service brake pressure (p1 ) or as a second option depending on the second control pressure (Stp2), wherein the first option and second options are mandatory, or 12) in a second operating mode by the second supply pressure prevailing in the second compressed air supply (17).

2. Electropneumatic service brake device according to claim 1, characterized in that the second electropneumatic solenoid valve device (FAM) is designed and controlled by the electronic service brake control (EBS-ECU) in such a way that the first option or the second option is preset in the first operating mode.

3. Electropneumatic service brake device according to one of the preceding claims, characterized in that the second electropneumatic solenoid valve device (FAM) represents a structural unit which, unlike a pressure control module, is designed without an integrated backup solenoid valve and / or without an integrated electronic control unit and / or without an integrated pressure sensor.

4. Electropneumatic service brake device according to one of the preceding claims, characterized in that at least one stability and / or driving dynamics control is implemented in the electronic service brake control (EBS-ECU), wherein a) during a braking operation without activated stability and / or driving dynamics control, the second service brake pressure (p2) for the at least one second service brake cylinder (BZ2) is generated in the first operating mode and according to the second option, and b) during a braking operation with activated stability and / or driving dynamics control, the second service brake pressure (p2) for the at least one second service brake cylinder (BZ2) is generated in the second operating mode.

5. Electropneumatic service brake device according to claim 4, characterized in that the stability and / or driving dynamics control comprises at least one of the following controls: a brake slip control (ABS), a traction control (ASR), a driving stability control (ESP).

6. Electropneumatic service brake device according to one of the preceding claims, characterized in that the second electropneumatic solenoid valve device (FAM) represents a structural unit which has a first pneumatic connection (P41) for the second control pressure (Stp2) and a second pneumatic connection (P42) for the first service brake pressure (p1), a supply connection (21) for the second supply pressure prevailing in the second compressed air supply (17), the at least one second output connection (19) for the second service brake pressure (p2) and at least one electrical control connection (22) for control by the electronic service brake control (EBS-ECU).

7. Electropneumatic service brake device according to claim 6, characterized in that the second electropneumatic solenoid valve device (FAM) comprises at least the following: a) at least one first 3 / 2-way solenoid valve (MV1) and at least one second 3 / 2-way solenoid valve (MV2), wherein b) a first inlet (23) of the first 3 / 2-way solenoid valve (MV1) is connected to the first pneumatic connection (P41), a second inlet (24) is connected to the second pneumatic connection (P42), and a first outlet (25) is connected to a first inlet (26) of the second 3 / 2-way solenoid valve (MV2), and wherein c) a second inlet (27) of the second 3 / 2-way solenoid valve (MV2) is connected to the supply connection (21), and the second service brake pressure (p2) is controlled at the at least one second outlet connection (19) as a function of a pressure present at a second outlet (28) of the second 3 / 2-way solenoid valve (MV2). becomes.

8. Electropneumatic service brake device according to claim 7, characterized in that a) the first 3 / 2-way solenoid valve (MV1) connects the first output (25) in a first switching position (MV1 / I) to its first input (23) and in a second switching position (MV1 / II) to its second input (24), and b) the second 3 / 2-way solenoid valve (MV2) connects its second output (28) in a first switching position (MV2 / I) to its first input (26) and in a second switching position (MV2 / II) to its second input (27).

9. Electropneumatic service brake device according to claim 8, characterized in that the first 3 / 2-way solenoid valve (MV1) is energized by the electronic service brake control (EBS-ECU) to assume the first switching position (MV1 / I) and is energized to assume the second switching position (MV1 / II).

10. Electropneumatic service brake device according to one of claims 7 to 9, characterized in that a relay valve (RV) is connected between the second output (28) of the second 3 / 2-way solenoid valve (MV2) and the at least one second output connection (19), which relay valve is supplied with compressed air from the second compressed air supply (17) and from which the second output (28) of the second 3 / 2-way solenoid valve (MV2).

11. Electropneumatic service brake device according to one of claims 7 to 10, characterized in that in a flow connection between the second input (24) of the first 3 / 2-way solenoid valve (MV1) and the second pneumatic connection (P42) of the second electropneumatic solenoid valve device (FAM) at least one throttle (29) is arranged.

12. Electropneumatic service brake device according to one of the preceding claims, characterized in that the first electropneumatic solenoid valve device (2C-EVO) comprises a pressure control module with a local electronic control unit and pressure sensor, by means of which the first service brake pressure (p1) can be regulated to the desired service brake pressure.

13. Electropneumatic service brake device according to one of the preceding claims, characterized in that the electrical brake request signal generator comprises at least the following: a) the electronic service brake control (EBS-ECU) and at least one pressure sensor (10, 11) which is designed and configured to detect the first control pressure (Stp1) and / or the second control pressure (Stp2), wherein the electronic service brake control unit (EBS-ECU) forms the electrical brake request signal as a function thereof, and / or b) the electronic service brake control (EBS-ECU) and an electrical brake value transmitter of a foot brake module (FBM) comprising the foot brake valve, which electrical brake value transmitter detects a degree of actuation of the foot brake actuating element, wherein the electronic service brake control unit (EBS-ECU) forms the electrical brake request signal as a function thereof.

14. Electropneumatic service brake device according to one of the preceding Claims, characterized in that between the first electropneumatic solenoid valve device (2C-EVO) and the at least one first brake cylinder (BZ1) a first pressure control valve (PCV1) which can be controlled by the electronic service brake control (EBS-ECU) is arranged, which is designed and configured to modulate the first service brake pressure (p1).

15. Electropneumatic service brake device according to one of the preceding claims, characterized in that between the second electropneumatic solenoid valve device (FAM) and the at least one second brake cylinder (BZ2) there is arranged at least one second pressure control valve (PCV2) which is electrically controllable by the electronic service brake control (EBS-ECU) and is designed and configured to modulate the second service brake pressure (p2).

16. Electropneumatic service brake device according to one of the preceding claims, characterized in that at least one of the following components is provided to generate a trailer brake pressure for braking the trailer: a) an electropneumatic trailer control module (TCM) with at least one solenoid valve, which is supplied with compressed air from the first compressed air supply (17) or from the second compressed air supply (17) or from a further compressed air supply and is electrically controllable by the electronic service brake control (EBS-ECU) and pneumatically controllable by the first control pressure (Stp1) or from the second control pressure (Stp2), b) a trailer control valve (TCV), which is designed and configured,to be pneumatically controlled by the first service brake pressure (p1) or the second service brake pressure (p2) and by the first control pressure (Stp1) or the second control pressure (Stp2) and supplied with compressed air from the first compressed air supply (13) or from the second compressed air supply (17) or from a further compressed air supply, wherein the second service brake pressure (p2) is modulatable by means of a third pressure control valve (PCV3) connected upstream of the trailer control valve (TCV).

17. Electropneumatic service brake device according to one of the preceding claims, characterized in that a structural unit is provided which comprises at least the electronic service brake control (EBS-ECU) and the first electropneumatic solenoid valve device (2C-EVO).

18. Electropneumatic service brake device according to one of the preceding claims, characterized in that a) a first brake circuit comprises at least the first compressed air supply (13), the first solenoid valve device (2C-EVO) and the at least one first service brake cylinder (BZ1), and b) a second brake circuit comprises at least the second compressed air supply (17), the second solenoid valve device (FAM), the at least one second pressure control valve (PCV2) and the at least one second service brake cylinder (BZ2).

19. Electropneumatic service brake device according to claim 17, characterized in that the first brake circuit is a rear axle brake circuit and the second brake circuit is a front axle brake circuit.

20. Vehicle with an electropneumatic service brake device according to one of the preceding claims.

Images