Modulator system and method for operating same

Abstract

The invention relates to a modulator system for a brake system of a trailer vehicle (10) having a pneumatic brake apparatus, having a first modulator unit (18, 18a, 18b). The first modulator unit (18, 18a, 18b) has a primary modulator (51, 52) and a first electronic control unit (50, 50a, 50b), wherein the primary modulator (51, 52) has an input (90) for control pressure, an input (86) for supply pressure, an output (87) for brake pressure, and an electrical input (93, 94) for electrical signals of the first electronic control unit (50, 50a, 50b). The first electronic control unit (50, 50a, 50b) has an input (96) for wheel speed signals and an output (95) for connecting to the electrical input (93, 94) of the primary modulator (51, 52). The primary modulator (51, 52) can be controlled by the first electronic control unit (50, 50a, 50b). According to the invention, a second modulator unit (19) is provided in a particular way.

Description

[0001] Modulator system and method of operating the same

[0002] Description

[0003] The invention relates to a modulator system for a braking system of a trailer vehicle with a pneumatic braking system according to the preamble of claim 1. In particular, the modulator system is intended to be suitable for a trailer vehicle with at least two axles whose wheel speeds are sensed.

[0004] Modern commercial vehicles feature an electronic braking system combined with a pneumatic braking system. Individual components or assemblies can be integrated and combine electronic / electrical functions with pneumatic functions. Such an integrated assembly is a modulator device, which in its simplest form comprises a modulator and an electronic control unit or electronic control device.

[0005] The modulator typically includes at least one pneumatic relay valve for outputting brake pressure and with inputs for control pressure and supply pressure, as well as two solenoid valves for modulating the control pressure. One of the two solenoid valves opens at least for control pressure, while the other solenoid valve can vent the built-up brake pressure. Preferably, with de-energized solenoid valves, only pneumatic control pressure reaches the control input of the relay valve. Additional valves can be provided to control the solenoid valves, and the valves can also be interconnected in different ways.

[0006] EP 0 829 406 A2 describes a modulator, referred to as a pressure modulator 28, with a relay valve and two solenoid valves. A solenoid valve as a switching device and an electronic control device are arranged upstream. The sum of these parts—namely, the electronic control device, the switching device with a solenoid valve, the modulator with a relay valve, and the solenoid valves—can be referred to as a modulator device. Of particular importance to the modulator device are the electronic control device and the modulator. The function of the switching device and the switching logic of the solenoid valves can also be implemented and / or substituted in other ways. The switching device or a comparable component can also be provided outside the modulator device, but in particular within it.In practice, the modulator device is a component that is largely standardized by the manufacturer and is produced and installed in large quantities, but can be configured and wired differently.

[0007] The electronic control unit receives, among other things, electrical signals representing a braking request and is equipped with an input for wheel speed signals and an electrical output for connection to the modulator. The electronic control unit receives, among other things, information from wheel speed sensors, which can also be used to detect a wheel that has locked due to excessive brake pressure. In this way, a control loop is formed with the wheel speed sensor, modulator device, and brake components.

[0008] In practice, several such control circuits may be present in an electronic braking system with a pneumatic braking system. An electronic control unit may also be assigned to several modulators. For example, in the system description "TEBS E. VERSIONS E0 TO E6.5. System Description" (WABCO, Edition 11, Version 1 (11.2022), Publication No.: 815 020 093 3), accessed on April 28, 2023, at www.wabco.info / i / 542, a modulator device with control electronics, four input channels for wheel speed sensors, and two modulators is disclosed on page 32 under the designation "TEBS E Modulator." The modulator device also has additional sensors, outputs, inputs, interfaces, and valves.

[0009] A combination of electronic control device and valve arrangement for a modulator device is also shown in EP 2 190 706 B1. An inlet valve and an outlet valve are arranged upstream of a relay valve. In addition, a so-called backup valve is provided, which can provide a supply pressure to the control input of the relay valve. In the event of a failure of the electronic control device, the modulator or modulators should continue to function if possible. At least the pneumatic functions should be maintained. The existing solenoid valves are therefore connected and arranged in such a way that the pneumatic control pressure is passed to the relay valve in the event of a power failure. The driver can still apply the brake. Only the reaction time is extended. However, electronically controlled braking and anti-lock braking are no longer possible.

[0010] To improve the reliability of the braking system, especially in connection with autonomous driving, the braking system should have increased redundancy.

[0011] To achieve the object, the modulator system according to the invention has the features of claim 1: The modulator system has a first modulator device which has a primary modulator and a first electronic control device. The primary modulator has an input for control pressure, an input for reservoir pressure, an output for brake pressure and an electrical input for electrical signals of the first electronic control device. The first electronic control device has an input for wheel speed signals and an output for connection to the electrical input of the primary modulator. The primary modulator can be controlled by the first electronic control device. The modulator system further has a second modulator device which has a secondary modulator and a second electronic control device.The secondary modulator has an input for supply pressure, an output for control pressure, and an electrical input for electrical signals from the second electronic control device. The second electronic control device has an interface for receiving electrical signals from the first electronic control device, an input for wheel speed signals, and an output for connection to the electrical input of the secondary modulator. The secondary modulator can be controlled by the second electronic control device to output control pressure, and the control pressure output of the secondary modulator is connected to the control pressure input of the primary modulator. The second modulator device provided according to the invention can partially take over the tasks of the first electronic control device in the event of its failure, thus enabling important functions to be maintained.In the event of a fault, the primary modulator is not controlled electrically by the first electronic control device, but pneumatically via its control pressure input, which is connected to the control pressure output of the secondary modulator. The latter can, in particular, optionally be controlled by the second electronic control device, so that at least indirectly electronic control of the primary modulator is possible. The two modulator devices can be largely standardized and already known assemblies. The control output of the secondary modulator is conventionally a brake pressure output and, in the modulator system according to the invention, can provide a pneumatic control pressure for the primary modulator. Bleeding can also take place via the secondary modulator. This achieves a high level of redundancy for maintaining the basic functions of the braking system.Anti-lock braking and stability control remain available. Restrictions may apply in individual cases depending on the configuration.

[0012] According to a further concept of the invention, the primary modulator can be controlled by the first electronic control device to output brake pressure. The function of the first electronic control device goes beyond simple anti-lock control.

[0013] According to a further aspect of the invention, the primary modulator can have an input for a pneumatic and / or electrical control pressure. Depending on the configuration, the primary modulator can receive information about the control pressure as pneumatic signals or electrical signals, or both.

[0014] According to a further aspect of the invention, the secondary modulator can be controlled by the second electronic control device to output control pressure. The function of the second electronic control device goes beyond simple anti-lock control. According to a further aspect of the invention, the secondary modulator can have an input for a pneumatic and / or electrical control pressure. Depending on the configuration, the secondary modulator can receive information about the control pressure as pneumatic signals or electrical signals, or both.

[0015] According to a further aspect of the invention, the primary electronic control device and the secondary electronic control device can each have an electrical interface via which the primary electronic control device can transmit information about its status to the secondary electronic control device. This can also be a CAN bus connection.

[0016] The connection doesn't have to be direct. Another control device can be connected in between. It's important that status information can be transmitted from the primary control device to the secondary control device. This allows for very short-term intervention and / or activation of the second modulator device.

[0017] According to a further aspect of the invention, an electronic vehicle control device can be provided, with electrical interfaces for connection to the first electronic control device and the second electronic control device, and with an interface for receiving electrical signals representing a braking request. In particular, this can be a vehicle control device that receives the braking request from the towing vehicle, in particular via a Megabit Ethernet twisted pair interface (1000Base-T interface). In particular, the latter interface can be designed according to ISO 23870.

[0018] According to a further concept of the invention, the first electronic control device and second electronic control device can receive and process wheel speed signals from different axles. In a multi-axle trailer, in particular in a three-axle trailer, the second electronic control device receives, for example, only the signals from the front axle, while the first electronic control device only receives the signals from two other axles. Accordingly, if the second modulator device is active and the first electronic control device fails, only the wheel speed signals from the first axle are processed for anti-lock braking control. Advantageously, the wheel speed sensors for both control devices can also be installed on a common axle. Likewise, one wheel speed sensor can be connected to two control devices.

[0019] According to a further concept of the invention, the first electronic control device for receiving the electrical signals representing a braking request can be connected to a different signal source than the second electronic control device. The signal source in this sense is an interface on the trailer vehicle, which receives signals from the towing vehicle. Accordingly, the trailer vehicle can receive the braking request via two different interfaces.

[0020] According to a further aspect of the invention, the first interface can be connected at least indirectly to an interface according to ISO 7638-2:2018, and the second interface can be connected at least indirectly to a 1000Base-T interface. Both interfaces are generally known and enable fast and secure transfer of the required information. The 1000Base-T interface is a Megabit Ethernet twisted pair interface serving as a data connection between the towing vehicle and the trailer vehicle. In particular, the 1000Base-T interface can be designed according to ISO 23870.

[0021] According to a further aspect of the invention, the first interface can be connected at least indirectly to an interface according to SAE J560-2020. The latter interface is widespread, at least in North America.

[0022] According to a further aspect of the invention, the second interface can be connected at least indirectly to an interface according to SAE J560-2020 or a 1000Base-T interface. In particular, the 1000Base-T interface can be designed according to ISO 23870. According to a further aspect of the invention, the interfaces for receiving electrical signals can be CAN bus-capable.

[0023] According to a further aspect of the invention, the first modulator device can have two primary modulators connected to the first electronic control device, so that both primary modulators can be controlled by the first electronic control device to output brake pressure. In particular, one primary modulator can be provided for each side of the vehicle.

[0024] According to a further aspect of the invention, the first modulator device can comprise a first combination of a first electronic control device and a primary modulator, as well as a second combination of a first electronic control device and a primary modulator. Each combination controls the brakes on one side of the vehicle.

[0025] The subject matter of the invention is also, according to claim 16, a braking system for a trailer vehicle with a pneumatic braking system, with a modulator system according to the invention.

[0026] According to claim 17, the invention also relates to a trailer vehicle with a modulator system according to the invention or a braking system according to the invention.

[0027] The invention further relates to a method according to claim 18 for operating a modulator system according to the invention or a braking system according to the invention. The method has the following features in particular: The second electronic control device receives status information from the first electronic control device, and depending on the received status information, the second electronic control device takes over control of braking functions. The method enables electronic control of the service brake of the trailer vehicle even if the first electronic control device fails. In addition, other brake functions can be maintained.

[0028] According to a further concept of the invention, the second electronic control device can be provided to control the secondary modulator depending on the received status information to output control pressure. The second electronic control device regulates the outgoing control pressure and, in particular, cannot be limited to a simple anti-lock control.

[0029] According to a further concept of the invention, missing status information can also be considered as status information, whereby after a defined period of time without receipt of status information, the second electronic control device takes over control of braking functions. The first electronic control device cyclically sends status information to the second electronic control device. The second electronic control device checks whether status information has been received within a cycle time or a slightly longer defined period of time. If not, the second electronic control device takes over control of braking functions.

[0030] According to a further concept of the invention, after a defined period of time without receipt of status information, the second electronic control device can trigger the secondary modulator to output control pressure. In addition to anti-lock control, the secondary modulator can output control pressure for targeted braking.

[0031] According to a further concept of the invention, the second electronic control device can control the secondary modulator to execute braking functions after the second electronic control device has received "error" status information from the first electronic control device. This can be the general information that an error exists. Alternatively or additionally, the status information can contain more precise details about the error. The second electronic control device can then execute appropriate measures and, in particular, optionally control the secondary modulator to output control pressure.

[0032] According to a further concept of the invention, the second electronic control device can control the secondary modulator to output modulated control pressure in order to implement anti-lock braking or stability control. If the first electronic control device fails, it can no longer perform anti-lock braking or stability control. These functions are then taken over by the second electronic control device. In particular, the second electronic control device can implement single-channel control. The convenience is somewhat lower than with two-channel control, but the equipment complexity is also lower.

[0033] According to a further concept of the invention, the second electronic control device can receive information about wheel speeds only from wheel speed sensors of one axle. This means that only the wheel speeds of one axle are sensed for control by the second electronic control device. Additional axles can have wheel speed sensors, which, in particular, can optionally be connected only to the first electronic control device.

[0034] The invention also relates to a method according to claim 25 for operating a modulator system according to the invention or a braking system according to the invention in a trailer vehicle with an electronic vehicle control device. The method has, in particular, the following features: The electronic vehicle control device receives status information from the first electronic control device and / or from the second electronic control device, and depending on the received status information, the electronic vehicle control device prioritizes the first electronic control device or the second electronic control device for controlling braking functions.

[0035] The vehicle control unit, as a higher-level entity, regulates which of the two electronic control units should control the braking functions of the trailer vehicle, depending on the received status information. For example, the vehicle control unit activates the second electronic control unit if no status information has been received from the first electronic control unit for a defined period of time. Activation can, in particular, occur via the same connection via which the status information is received or expected. The aforementioned prioritization can advantageously be combined with one or more of the method features mentioned in claims 18-24.

[0036] Further features of the invention will become apparent from the description and the claims. Advantageous embodiments of the invention are explained in more detail below with reference to the drawings. They show:

[0037] Fig. 1 shows a trailer with a first embodiment of a braking system, Fig. 2 shows a trailer with a second embodiment of the braking system, Fig. 3 shows a trailer with a third embodiment of the braking system,

[0038] Fig. 4 a trailer with a fourth embodiment of the braking system, particularly for North America,

[0039] Fig. 5 a trailer with a fifth embodiment of the braking system, particularly for North America,

[0040] Fig. 6 a trailer vehicle with a sixth embodiment of the braking system, particularly for North America,

[0041] Fig. 7 shows a modulator as prior art, Fig. 8 shows a modulator device as prior art.

[0042] A first embodiment of a trailer vehicle 10 with three axles 11, 12, 13 and a braking system according to the invention is shown in Fig. 1. Components of the braking system with a pneumatic braking system include a supply pressure line 14 with a "red" coupling head 15, a control pressure line 16 with a "yellow" coupling head 17 (usually "blue" in North America), a first modulator device 18, a second modulator device 19, a compressed air supply 20, left-hand wheel brake cylinders 21, 22, 23, left-hand wheel speed sensors 24, 25, 26, right-hand wheel brake cylinders 27, 28, 29, right-hand wheel speed sensors 30, 31, 32, an electronic vehicle control device 33, an electrical interface 34 to the towing vehicle (not shown), and a further electrical interface 35 to the towing vehicle. In addition, a parking release valve 36 and an electronic parking brake 37 are provided in this embodiment.

[0043] The two modulator devices 18, 19, together with the connecting lines, form a modulator system not further specified. Lines 38 to

[0044] 49 are electrical lines. These also include power supplies, signal lines, and data lines, as well as combinations thereof. The electrical lines 38 to 49 can also be interfaces connected to the devices 18, 19, and 33 for transmitting information. All other lines shown in Fig. 1 are pneumatic lines.

[0045] The first modulator device 18 here has a first electronic control device

[0046] 50 and two primary modulators 51, 52. The right-side primary modulator 51 supplies the wheel brake cylinders 27, 28, 29 with brake pressure via pneumatic lines 53, 54, 55. Similarly, the left-side primary modulator 52 supplies the wheel brake cylinders 21, 22, 23 with brake pressure via pneumatic lines 56, 57, 58. The two primary modulators 51, 52 receive supply pressure from the compressed air supply 20 via a pneumatic line 59.

[0047] The wheel brake cylinders 22, 23, 28, 29 are designed as combination brake cylinders with spring accumulators that are not specifically numbered and which receive supply pressure from the primary modulators 51, 52 via pneumatic lines 60, 61, 62, 63.

[0048] The design and functionality of the first modulator device 18 is generally known and is used in practice; see the above-mentioned system description "TEBS E," pages 25 and 27, ABS configuration 4S / 2M. The modulator device is referred to there as the "TEBS E Modulator."

[0049] The second modulator device 19 has a second electronic control device

[0050] 64 and a secondary modulator 65. The terms "second" and "secondary" are used in this context only to indicate the association with the second modulator device 19. The second modulator device 19 can be a modified or simplified version of the first modulator device 18.

[0051] The secondary modulator 65 is connected to the "yellow" coupling head 17 via the control pressure line 16 and receives pneumatic control pressure therefrom. A pneumatic line 66 connects to the compressed air supply 20 for supplying supply pressure. Finally, a pneumatic line 67 connects to the primary modulators 51, 52 for transmitting control pressure. This means that the pressure output by the secondary modulator 65 is the control pressure for the primary modulators 51, 52.

[0052] The wheel speed sensors 24, 30 of axle 11 are connected to the second electronic control device 64, so that at least a single-channel ABS control is possible for axle 11.

[0053] The second electronic control device 64 is connected to the electronic vehicle control device 33 via the electrical line 40. At the same time, the electronic vehicle control device 33 is connected to the first electronic control device 50 via the electrical line 43. The lines 40, 43 can, in particular, also serve as interfaces for transmitting data between the control devices 33, 50, and 64.

[0054] The electronic vehicle control device 33 is connected to the interface 35 via the electrical line 41. The electrical lines 40, 41, 43 can, in particular, be CAN bus-capable, in particular also the line 38. This allows the two electronic control devices 50, 64 to be controlled by the towing vehicle (not shown) via separate interfaces 34, 35. At the same time, an exchange of information from the first electronic control device 50 to the second electronic control device 64 is possible indirectly via the vehicle control device 33. The vehicle control device 33 receives an electrical pressure signal relating to the reservoir pressure via a pressure transducer 68.

[0055] The electrical interface 34 to the towing vehicle can be, in particular, an interface according to ISO 7638-2:2018. Interface 35 can be, in particular, a 1000Base-T interface, in particular according to ISO 23870.

[0056] If the first electronic control device 50 fails or if it sends a fault message to the second control device 64, the latter becomes active and can transfer pneumatic control pressure via line 67 to the primary modulators 51, 52, which supply all wheel brake cylinders 21 to 23 and 27 to 29 with brake pressure. A corresponding braking request is transmitted to the second electronic control device 64 via the interface 35 and the vehicle control device 33.

[0057] The electronic parking brake 37 is connected to the primary modulators 51, 52 via a pneumatic line 69 and feeds in spring-loaded pressure or vents the spring-loaded devices.

[0058] Fig. 2 shows a trailer 10a whose braking system largely corresponds to the illustration in Fig. 1. Where appropriate, the same reference numerals are used. Different reference numerals indicate special features.

[0059] Instead of just one first modulator device 18, two first modulator devices 18a, 18b are provided here. Both receive an electrical braking request from the vehicle control device 33 via lines 43, 43a, 43b. A data connection to the second electronic control device 64 is also established via this and line 40.

[0060] The two primary modulators 51, 52 receive control pressure from the secondary modulator 65 via lines 67a, 67b. Each of the first two modulator devices 18a, 18b forms a 2S / 1M configuration for ABS control, so that each modulator device 18a, 18b controls the wheel brake cylinders 22, 23, 28, 29 on its own side of the vehicle. In the event of a fault, the second modulator device 19 takes over with the secondary modulator 65 in the 2S / 1M configuration and correspondingly single-channel ABS control.

[0061] Of the first two modulator devices 18a, 18b, one assumes a master function and the other a slave function. Therefore, under normal circumstances, both primary modulators 51, 52 output the same brake pressure despite the individual control devices 50a, 50b. Only under normal circumstances—as already mentioned—does each modulator device 18a, 18b assume control for its own side of the vehicle.

[0062] An overload protection device 70 is connected to the primary modulators 51, 52 via the pneumatic line 69. This overload protection device is provided here instead of the electronic parking brake 37 shown in Fig. 1. The spring accumulators of the wheel brake cylinders 22, 23, 28, 29 (not shown in more detail) are supplied with spring-loaded pressure from the overload protection device 70; see pneumatic lines 60a, 61a, 62a, 63a.

[0063] Fig. 3 shows a trailer vehicle 10b with a braking system as in Fig. 2, but without the vehicle control device 33 with interface 35. The pressure transducer 68 is connected directly to the second electronic control device 64 via the electrical line 40 and detects the pressure in the supply pressure line 14 with a branch 14a.

[0064] The second electronic control device 46 is connected to the two first electronic control devices 50a, 50b via an electrical line 43c to the lines 43a, 43b. This enables data exchange between the control devices 64, 50a, 50b, at least a status transmission to the control device 64.

[0065] At the same time, the control device 64 receives the electrical braking request present at the interface 34 via the control devices 50a, 50b and, if necessary, further information, depending on the design of the interface 34. For this purpose, the line 38 can additionally be looped through one of the control devices 50a, 50b.

[0066] Fig. 4 shows a trailer vehicle 71 with two axles 11, 12 and a braking system according to the invention. Where there is agreement with the preceding embodiments, the same reference numerals are indicated. Deviating from this, the interface 34 to the towing vehicle can in particular be an interface according to

[0067] SAE J560_202002, which supplies the first electronic control device 50 with electrical voltage.

[0068] Wheel brake cylinders 22, 23, 28, 29, designed as combined brake cylinders, are assigned to both axles 11, 12. Only the wheel speed sensors 25, 31 of axle 12 are connected to the first electronic control unit 50. The wheel speed sensors 24, 30 of axle 11 are connected to the second electronic control unit 64.

[0069] There is an electrical connection 72 between the control devices 50, 64, which can be used in particular for status transmission to the control device 64 and in particular also for data exchange.

[0070] A second compressed air supply 74 is connected to the compressed air supply 20 via a pneumatic line 73. This second compressed air supply is fed from the supply pressure line 14 via a valve arrangement 75. The latter can, in particular, include an overload protection device and is connected to the control pressure line 16 via a pneumatic line 76. Furthermore, the spring accumulators (not further described) can be filled with supply pressure via the valve arrangement 75; see pneumatic lines 77, 78, 79, 80.

[0071] Two electrical interfaces 81, 82 are provided for connection to the towing vehicle (not shown). Interface 81 can, in particular, be an interface in accordance with SAE J560-2020, as can interface 82. However, interface 82 can also be a 1000Base-T interface. Interface 81 is connected to the first electronic control device 50 via electrical line 38, while interface 82 is connected to the second electronic control device 64 via an electrical line 83. Thus, the control devices 50, 64 can receive an electrical braking request from various sources, if desired. If the control device 50 fails or an error occurs, the control device 64 of the second modulator device 19 takes over control of the braking system. This allows the secondary modulator 65 to supply control pressure to the primary modulators 51, 52 via the pneumatic line 67.

[0072] The second modulator device 19 is, as in the preceding embodiments, inserted into the pneumatic lines 16, 67 between the coupling head 17 and the primary modulators 51, 52. At the same time, the second modulator device 19 is supplied with voltage via the interface 82 from a different source than the first modulator device 18.

[0073] Communication between the control devices 50, 64 via the electrical line 72 can take place in the manner of so-called Power Line Communication (PLC) or via a CAN bus. If the control device 50 fails, anti-lock control is still possible via the second modulator device 19. This can modulate the control pressure in the pneumatic line 67 and thus regulate the pressure in the wheel brake cylinders 22, 23, 28, 29 and prevent locking. In this exemplary embodiment, a 2S / 2M configuration exists for the first modulator device 18 because only the two wheel speed sensors 25, 31 are connected to the control device 50 and two modulators 51, 52 are active. A 2S / 1M configuration results for the second modulator device 19.

[0074] The embodiment of Fig. 5 differs from the embodiment of Fig. 4 only with regard to the design of the first modulator device 18. According to Fig. 5, this has only one primary modulator 51. This results in a 2S / 1M configuration for the first modulator device 18, just as for the second modulator device 19. Therefore, both sides of the vehicle always receive the same brake pressure, even in fault-free operation. Fig. 6 shows a further modification of Fig. 4. Here, two first modulator devices 18a, 18b are provided, as already shown in Fig. 2. In addition, the second modulator device 19 has two secondary modulators 65a, 65b. In fault-free operation, a twice 1 S / 1 M configuration is present; in the event of a fault, a 2S / 2M configuration is provided by the second modulator device 19. This means that even in the event of a fault, the two sides of the vehicle can be controlled differently.

[0075] Common to all embodiments is the interposition of the second modulator device 19 in the control line 16 leading to the first modulator device 18 or 18a, 18b. Furthermore, in all cases there is an electrical connection between the control devices 50 or 50a, 50b and 64. Finally, the second control device 64 receives data from two wheel speed sensors on different sides of the vehicle and is connected to the towing vehicle via its own electrical interface, at least indirectly, except in Fig. 3.

[0076] The modulators 51, 52, 65, 65a, 65b are typically designed as in the prior art according to EP 0 829 406 A2 and as shown in Fig. 7, optionally with additional components or in an expanded form. Visible are a relay valve 84 with an input 85 for control pressure and an input 86 for supply pressure, as well as an output 87 for brake pressure. Line 67 on the secondary modulator 65, for example, or lines 53-55 on the primary modulator 51, are connected to the output 87.

[0077] Two solenoid valves 88, 89 are arranged upstream of the control pressure input 85. As shown, the solenoid valve 88 is open when de-energized, allowing control pressure to flow from an input 90 to a connection point 91 and from there to the input 85. The solenoid valve 89 is arranged downstream of the connection point 91 and is closed when de-energized. When energized, a connection can be established from the input 85 to a vent 92 via the solenoid valve 89. The two solenoid valves 88, 89 can be controlled separately via electrical inputs 93, 94.

[0078] Fig. 8 shows preferred inputs and outputs of the modulator devices 18, 19.

[0079] The latter are state-of-the-art individually, but not in combination with each other. Electrical inputs / outputs are indicated by thin arrows, and pneumatic inputs / outputs by thicker arrows. Where appropriate, reference symbols from Figs. 1 to 7 are also provided. The design of the modulator devices 18, 19 can correspond to the design in the above-mentioned "TEBS E" system description or be modified.

[0080] Shown are the electrical inputs 93, 94 on the modulator 51, 52, 65, 65a, 65b, an electrical output 95 on the control device 50, 50a, 50b, 64, a possibly multi-channel input 96 for signals from the wheel speed sensors, and an electrical input / output 97 for connection to the respective other modulator device 18, 19 or to a line 38, 40 for transmitting data and / or voltage.

[0081] In addition, the previously mentioned pneumatic inputs / outputs 86, 87, 90, 92 are shown.

[0082] Fig. 7 shows two optional designs, the first of which is not state of the art:

[0083] In the first optional version, a point 99 on the input side of the solenoid valve 88 and a point 100 between input 86 and relay valve 84 can be connected via an internal connection 98. Input 90 can be omitted. In this configuration, the solenoid valves 88, 89 regulate the supply pressure to generate control pressure for the relay valve 84.

[0084] In the second optional embodiment, a switching valve 101 can be arranged upstream of the output 90, via which control pressure or supply pressure can be supplied to the input 90, analogously to the switching valve device 4 in Fig. 2 of EP 0 829 406 A2.

[0085] For a control device 50, 64 with two modulators 51, 52, 65a, 65b, as shown in Figs. 1, 4, 5, 6 and in the system description "TEBS E," the control devices 50, 64 can accordingly have more outputs. The two modulators 51, 52 or 65a, 65b can also have connections to one another, which, however, are irrelevant in the context of the core of the invention. Finally, the modulators can be designed with multiple channels, i.e., control multiple wheel brake cylinders 21-23, 27-29 via multiple outputs. For simplicity, only one output 87 is shown.

[0086] Below is a list of which cables can be connected to which inputs and outputs in particular:

[0087] Inputs 96 for wheel speed signals: lines 44-49. Wheel speed signals are supplied via lines 44, 47 or 45, 46, 48, 49.

[0088] Input / Output 97 for connection to interface or control device: Lines 38, 40, 43, 43a, 43b, 43c, 72, 83. An electrical control pressure signal as a brake request is supplied via lines 38, 40, 43, 43a, 43b, 43c, 72, 83. Alternatively or additionally, data can be transmitted or exchanged via these lines, for example, status information.

[0089] Pneumatic input 90 for control pressure: lines 16, 67. A pneumatic control pressure signal can be supplied via lines 16, 67.

[0090] Pneumatic input 86 for supply pressure: lines 59, 66, 69. Supply pressure can be provided via the pneumatic lines 59, 66, 69.

[0091] Pneumatic outputs 92 for venting: lines are not shown.

[0092] Pneumatic outputs 87 for control or brake pressure: lines 53-58, 67, 67a, 67b. Brake pressure is output via output 87 and subsequent lines 53-58. This applies to the modulators 51, 52. In the illustrated embodiments, the modulators 65, 65a, 65b output control pressure via output 87 and lines 67, 67a, 67b. Reference symbols are part of the description.

[0093] 10 trailer vehicles

[0094] 10a Trailer vehicle

[0095] 10b Trailer vehicle

[0096] 11 Axle (front)

[0097] 12 Axis (center)

[0098] 13 axle (rear)

[0099] 14 Supply pressure line

[0100] 14a junction

[0101] 15 Coupling head reservoir pressure "red"

[0102] 16 Control pressure line

[0103] 17 Coupling head control pressure "yellow"

[0104] 18 first modulator device

[0105] 18a first modulator device

[0106] 18b first modulator device

[0107] 19 second modulator device

[0108] 20 compressed air supply

[0109] 21 left-side wheel brake cylinder

[0110] 22 left-side wheel brake cylinder

[0111] 23 left-side wheel brake cylinder

[0112] 24 left-side wheel speed sensor

[0113] 25 left-side wheel speed sensor

[0114] 26 left-side wheel speed sensor

[0115] 27 right-side wheel brake cylinder

[0116] 28 right-side wheel brake cylinder

[0117] 29 right-side wheel brake cylinder

[0118] 30 right-side wheel speed sensor

[0119] 31 right-side wheel speed sensor

[0120] 32 right-side wheel speed sensor

[0121] 33 electronic vehicle control device

[0122] 34 electrical interface to the towing vehicle

[0123] 35 Electrical interface to the towing vehicle Park release valve Electronic parking brake Electrical line Electrical line Electrical line Electrical line Electrical line Electrical line a Electrical line b Electrical line c Electrical line Electrical line Electrical line Electrical line Electrical line Electrical line Electrical line First electronic control device a First electronic control device b First electronic control device Primary modulator

[0124] Primary modulator pneumatic line (brake pressure) pneumatic line (brake pressure) pneumatic line (brake pressure) pneumatic line (brake pressure) pneumatic line (brake pressure) pneumatic line (brake pressure) pneumatic line (supply pressure) pneumatic line (spring-loaded pressure)a pneumatic line (spring-loaded pressure) pneumatic line (spring-loaded pressure)a pneumatic line (spring-loaded pressure) pneumatic line (spring-loaded pressure)a pneumatic line (spring-loaded pressure) pneumatic line (spring-loaded pressure)a pneumatic line (spring-loaded pressure) second electronic control device secondary modulator a secondary modulator b secondary modulator pneumatic line (supply pressure) pneumatic line (control pressure) a pneumatic line (control pressure) b pneumatic line (control pressure) pressure transducer pneumatic line (spring-loaded pressure) Overload protection

[0125] Trailer a Trailer b Trailer electrical connection pneumatic line (supply pressure) second compressed air supply

[0126] Valve arrangement pneumatic line (control pressure) pneumatic line (spring-loaded pressure) pneumatic line (spring-loaded pressure) pneumatic line (spring-loaded pressure) pneumatic line (spring-loaded pressure) electrical interface to the towing vehicle electrical interface to the towing vehicle electrical line

[0127] Relay valve pneumatic input (control pressure) pneumatic input (supply pressure) pneumatic output (brake pressure)

[0128] solenoid valve

[0129] Solenoid valve pneumatic input (control pressure)

[0130] Connection point (control pressure)

[0131] Bleeding electrical input electrical input electrical output electrical input for wheel speeds electrical input / output

[0132] Connection

[0133] Point

[0134] Point

[0135] changeover valve

Claims

Patent claims 1. Modulator system for a braking system of a trailer vehicle (10, 10a, 10b) with a pneumatic braking system, a) with a first modulator device (18, 18a, 18b) which has a primary modulator (51, 52) and a first electronic control device (50, 50a, 50b), wherein b) the primary modulator (51, 52) has an input (90) for control pressure, an input (86) for reservoir pressure, an output (87) for brake pressure and an electrical input (93, 94) for electrical signals of the first electronic control device (50, 50a, 50b), c) the first electronic control device (50, 50a, 50b) has an input (96) for wheel speed signals and an output (95) for connection to the electrical input (93, 94) of the primary modulator (51 , 52) and d) the primary modulator (51, 52) can be controlled by the first electronic control device (50, 50a, 50b), characterized by e) a second modulator device (19) which has a secondary modulator (65,65a, 65b) and a second electronic control device (64), wherein f) the secondary modulator (65, 65a, 65b) has an input (86) for supply pressure, an output (87) for control pressure and, an electrical input (93, 94) for electrical signals from the second electronic control device (64), g) the second electronic control device (64) has an interface (40, 43, 43c, 72) for receiving electrical signals from the first electronic control device (50, 50a, 50b), an input (96) for wheel speed signals and an output (95) for connection to the electrical input (93, 94) of the secondary modulator (65, 65a, 65b), h) the secondary modulator (65, 65a, 65b) can be controlled by the second electronic control device (64) to output control pressure, and i) the output (87) for control pressure of the secondary modulator (65, 65a, 65b) is connected to the input (90) for control pressure of the primary modulator (51, 52).

2. Modulator system according to claim 1, characterized in that the primary modulator (51, 52) can be controlled by the first electronic control device (50, 50a, 50b) to output brake pressure.

3. Modulator system according to claim 1 or 2, characterized in that the primary modulator has an input (90, 93, 94) for a pneumatic and / or electrical control pressure 4. Modulator system according to one of the preceding claims, characterized in that the secondary modulator (65, 65a, 65b) can be controlled by the second electronic control device (64) to output control pressure.

5. Modulator system according to one of the preceding claims, characterized in that the secondary modulator has an input (90, 93, 94) for a pneumatic and / or electrical control pressure 6. Modulator system according to one of the preceding claims, characterized in that the first electronic control device (50, 50a, 50b) and the second electronic control device (64) each have an electrical interface (40, 43, 43a, 43b, 43c, 72) via which the first electronic control device (50, 50a, 50b) can send information about its status to the second electronic control device (64).

7. Modulator system according to one of the preceding claims, characterized by an electronic vehicle control device (33) with electrical interfaces (40, 43) for connection to the first electronic control device (50, 50a, 50b) and the second electronic control device (64) and with an interface (41) for receiving electrical signals which represent a braking request.

8. Modulator system according to one of the preceding claims, characterized in that the first electronic control device (50, 50a, 50b) and the second electronic control device (64) receive and process wheel speed signals of different axles (11, 12, 13).

9. Modulator system according to one of the preceding claims, characterized in that the first electronic control device (50, 50a, 50b) for receiving the electrical signals representing a braking request is connected to a different signal source (34, 35) than the second electronic control device (64).

10. Modulator system according to one of the preceding claims, characterized in that the interface (38) of the first electronic control device (50, 50a, 50b) is connected at least indirectly to an interface (34) according to ISO 7638-2:2018 and the interface (40) of the second electronic control device (64) is connected at least indirectly to a 1000Base-T interface (35).

11. Modulator system according to one of claims 1-9, characterized in that the interface (38) of the first electronic control device (50, 50a, 50b) is at least indirectly connected to an interface (81) according to SAE J560-2020.

12. Modulator system according to one of claims 1-9, characterized in that the interface (83) of the second electronic control device (64) is at least indirectly connected to an interface (82) according to SAE J560-2020 or a 1000Base-T interface.

13. Modulator system according to one of the preceding claims, characterized in that the interfaces (38, 40, 43, 83) for receiving the electrical signals are CAN bus capable.

14. Modulator system according to one of the preceding claims, characterized in that the first modulator device (18, 18a, 18b) has two primary modulators (51, 52) which are connected to the first electronic control device (50, 50a, 50b), so that both primary modulators (51, 52) can be controlled by the first electronic control device (50, 50a, 50b) to output brake pressure.

15. Modulator system according to one of the preceding claims, characterized in that the first modulator device (18, 18a, 18b) has a first combination of first electronic control device (50, 50a, 50b) and primary modulator (51, 52) and a second combination of first electronic control device (50, 50a, 50b) and primary modulator (51, 52).

16. Braking system for a trailer vehicle (10, 10a, 10b) with a pneumatic braking system, with a modulator system according to one of the preceding claims.

17. A trailer vehicle with a modulator system according to any one of claims 1-15 or a braking system according to claim 16.

18. A method for operating a modulator system according to any one of claims 1-15 or a braking system according to claim 16, comprising the following features: a) the second electronic control device (64) receives status information from the first electronic control device (50, 50a, 50b), b) depending on the received status information, the second electronic control device (64) takes over the control of braking functions.

19. The method according to claim 18, characterized in that the second electronic control device (64) controls the secondary modulator (65, 65a, 65b) in dependence on the received status information to output control pressure.

20. Method according to one of claims 18 or 19, characterized in that missing status information is also evaluated as status information and that after a defined period of time without receipt of status information, the second electronic control device (64) takes over the control of braking functions. 21 . Method according to claim 20, characterized in that after a defined period of time without receipt of status information, the second electronic control device (64) controls the secondary modulator (65, 65a, 65b) to output control pressure.

22. Method according to one of claims 18-21, characterized in that the second electronic control device (64) controls the secondary modulator (65, 65a, 65b) to carry out braking functions after the second electronic control device (64) has received status information "error" from the first electronic control device (50, 50a, 50b).

23. Method according to one of claims 18-22, characterized in that the second electronic control device (64) controls the secondary modulator (65, 65a, 65b) to output modulated control pressure in order to carry out an anti-lock control or a stability control.

24. Method according to one of claims 18-23, characterized in that the second electronic control device (64) receives information about wheel speeds only from wheel speed sensors of one axle (11).

25. Method for operating a modulator system according to one of claims 1-15 or a braking system according to claim 16, in a trailer vehicle (10) with an electronic vehicle control device (33) and with the following features: a) the electronic vehicle control device (33) receives status information from the first electronic control device (50, 50a, 50b) and / or from the second electronic control device (64), b) depending on the received status information, the electronic vehicle control device (33) prioritizes the first electronic control device (50, 50a, 50b) or the second electronic control device (64) for controlling braking functions.

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