Compressed air means of a motor vehicle with a pressure regulating unit which is physically separate from the air dryer unit

Abstract

The invention relates to a compressed air means (1) of a motor vehicle, in particular of a tractor vehicle of a tractor vehicle-trailer combination, comprising a compressed air supply means (2), wherein the compressed air supply means (2) comprises a compressor connector (10) for a compressor (9) and, as units which are separate from one another: an air dryer unit (3) with a replaceable air dryer cartridge (4) and a holder (5) for the air dryer cartridge (4), a pressure regulating unit (6) with a first valve device (7) and a first open-loop or closed-loop control electronics system (8) which comprises routines for pressure regulation, and with at least one supply air outlet (11), wherein the first open-loop or closed-loop control electronics system (8) controls the first valve device (7) at least in the sense of a pressure regulating function, in order to generate pressure-regulated supply compressed air for at least one compressed air supply (12) at the at least one supply air outlet (11) from the compressed air which is fed by the compressor connector (10), wherein a compressed air connection is provided between the air dryer unit (3) and the compressed air regulating and distributing unit (6), which compressed air connection comprises at least one pneumatic line (13) or is formed by a line of this type.

Description

[0001] DESCRIPTION

[0002] Compressed air system of a motor vehicle with a pressure control unit spatially separated from the air dryer unit

[0003] The invention relates to a compressed air device of a motor vehicle comprising a compressed air supply device, which comprises, as structural units, an air dryer unit with a replaceable air dryer cartridge and a pressure control unit, according to the preamble of claim 1. The invention also relates to a motor vehicle having at least one compressed air consumer and such a compressed air device, wherein the compressed air supply device supplies the at least one compressed air consumer with compressed air, according to claim 17.

[0004] Compressed air supply systems handle compressed air preparation and pressure regulation and include a replaceable air dryer cartridge, pressure control valves, circuit safety valves, and an electronic control system. Such compressed air supply systems are usually mounted on the vehicle frame with good access from the outside, as the air dryer cartridge must be replaced at regular intervals (approximately every 1 to 2 years). A generic compressed air system with a compressed air supply system is known from WO 2016 / 097075 A1. There, a valve block part of a pressure control system with a valve device is mounted on a base plate, to which the air dryer part with the replaceable dryer cartridge is also mounted. Thus, the valve block and the air dryer part, together with the base plate, form a single structural unit.

[0005] In today's vehicles, especially in semi-trailer tractors, the available installation space is very limited. This space problem will become even more pronounced in the future when additional emission control units and / or fuel cells and / or batteries are to be integrated into the vehicles. Therefore, it is difficult to specify a suitable installation location for such a compressed air supply system, especially given the required easy accessibility of the replaceable dryer cartridge.

[0006] The present invention is based on the object of providing a compressed air system with a compressed air supply or air treatment device that solves the above-described installation space problem. A vehicle with such a compressed air system is also to be provided. This object is achieved according to the invention by the features of claims 1 and 12.

[0007] Disclosure of the invention

[0008] In a first aspect, the invention presents a particularly electro-pneumatic compressed air device of a motor vehicle comprising a compressed air supply device and in particular a braking device such as a service brake device and / or a parking brake device. The compressed air supply device then includes a compressor connection for a compressor and, as spatially separated components, the following: a) an air dryer module with a replaceable air dryer cartridge and a base or holder for the air dryer cartridge; b) a pressure control module with a first valve device with at least one multi-circuit protection valve and a first control or regulating electronics, which includes at least routines for pressure control and in particular also for compressed air preparation and / or compressed air distribution of the compressed air delivered by the compressor to various compressed air circuits;and with at least one supply air outlet, wherein the first control or regulating electronics controls the first valve device at least in the sense of a pressure control function (pressure control) and in particular also in the sense of a compressed air treatment function (compressed air treatment) and / or a compressed air distribution function (compressed air distribution) in order to generate a pressure-regulated supply compressed air for at least one compressed air supply from the compressed air supplied through the compressor connection at the at least one supply air outlet, wherein c) a compressed air connection is provided between the air dryer assembly and the pressure control assembly, which comprises at least one pneumatic line or is formed by such a line.

[0009] The air dryer cartridge is therefore detachably mounted on a base. Suitable spaces are provided within the air dryer cartridge for separated moisture, fluids, and contaminants. Depending on the fill level of the spaces and the degree of contamination of the filters and / or the desiccant, as well as the regenerative capacity of a desiccant, regular or irregular replacement of the air dryer cartridge is required. In the air dryer cartridge, the compressed air is passed through filters, labyrinth-like separators, cyclones, and at least one desiccant, such as silica gel or molecular sieves, to remove moisture, fluids, or contaminants from the compressed air. The compressed air can be supplied via an inlet, and the compressed air, particularly dried air, can be discharged via an outlet on the base.When the air dryer cartridge or cartridge is tightly connected to the base, the compressed air flows from the inlet of the base through the air dryer cartridge or cartridge via an outlet of the base to the pressure control unit.

[0010] The pressure control unit preferably has a separate housing for all components included in the unit.

[0011] The first valve device of the pressure control unit can include, among other things, valves such as solenoid valves, relay valves, overflow valves, pressure control valves, and / or shuttle valves, and optionally also a multi-circuit protection valve, in particular a four-circuit protection valve. The multi-circuit protection valve or overflow valves provide circuit separation for the compressed air consumer circuits connected to the compressed air supply system, such as service brake circuit I, service brake circuit II, trailer brake circuit, parking brake circuit, and auxiliary consumer circuit. The trailer brake circuit can be integrated into the parking brake circuits.

[0012] The first valve device can comprise at least one multi-circuit protection valve, wherein the first control and regulating electronics also controls the first valve device in terms of the compressed air distribution function of the compressed air supplied via the compressor connection to various compressed air circuits.

[0013] As part of the pressure control function, the pressure control unit then regulates the compressed air delivered by the compressor to a predetermined pressure, for example, preferably separately for each compressed air consumer circuit. In addition, the pressure control unit is preferably designed and configured to control or regulate the compressed air treatment function, i.e. the drying of the compressed air delivered by the compressor in the air dryer unit and / or the regeneration of the air dryer cartridge of the air dryer unit. For this purpose, the air dryer unit can have a drain valve which is controlled pneumatically and / or electrically (by the pressure control unit). Thus, when a cut-out pressure is reached, the compressor line from the compressor to the air dryer unit can be vented and the compressor discharges to the atmosphere or is deactivated entirely (clutch compressor or electrically driven compressor).Furthermore, the air dryer assembly can have a check valve behind the air dryer cartridge so that when the compressor line is vented, the air in the system remains behind the air dryer unit. Parallel to the check valve, the air dryer assembly can have a nozzle and a regeneration valve parallel to the check valve in order to expand the dry compressed air from the system via the nozzle parallel to the check valve and to guide it through the air dryer cartridge when regenerating the air dryer cartridge, so that the moisture can be removed from the drying agent in the air dryer cartridge. The regeneration valve controls, for example, the amount of regeneration air depending on the amount of dried air. Furthermore, the pressure control assembly is preferably designed and configured to perform the compressed air distribution function, i.e.to control or regulate the distribution of the compressed air delivered by the compressor to the various compressed air consumer circuits. This control or regulation can be carried out pneumatically and / or electrically, in particular by the first electrical control and regulation device.

[0014] The compressed air supply device is then designed and configured to enable or to be able to create a spatial separation between the air dryer assembly and the pressure control assembly, particularly when mounted on or in the motor vehicle, because the two units can exchange compressed air through the at least one pneumatic line, the length of which can be flexibly adjusted, in particular for the purpose of drying the compressed air. The length of the at least one pneumatic line can be, for example, at least 1.0 m to 2.0 m (meters) in order to enable a flexible arrangement or spatial separation of the air dryer assembly and the pressure control assembly on the motor vehicle. The pneumatic line can be a hose line, in particular one that is flexible and / or elastic, but can also be a rigid pipeline.In particular, the pneumatic line deviates from a compressed air channel in a rigid support element for the air dryer assembly and / or for the pressure control assembly, such as a support plate or a frame part of a frame of the motor vehicle. The at least one pneumatic line can comprise at least a first pneumatic line, which is in particular exclusively provided to conduct compressed air from the air dryer assembly to the pressure control assembly, and at least one second pneumatic line, which is in particular exclusively provided to conduct compressed air from the pressure control assembly to the air dryer assembly. Alternatively, the at least one pneumatic line can be provided as a bidirectional line for conducting compressed air from the pressure control assembly to the air dryer assembly and from the air dryer assembly to the pressure control assembly.

[0015] In particular, the design of the air dryer assembly and the pressure control assembly as separate units allows the air dryer assembly with the replaceable air dryer cartridge to be arranged in a first position on the motor vehicle, where the air dryer cartridge is easily accessible for replacement from the outside. Furthermore, the pressure control assembly can then be attached, for example, to a second position centrally located on the motor vehicle, in particular to a longitudinal member of a motor vehicle frame.

[0016] According to a particularly preferred embodiment, a particularly detachable first connection device can be provided between the at least one pneumatic line and the air dryer assembly, and a particularly detachable second connection device can be provided between the at least one pneumatic line and the pressure control assembly. The connection devices can in particular be designed and configured to implement a plug-in and / or screw connection between correspondingly designed connection elements of the at least one pneumatic line and the air dryer assembly or the pressure control assembly. In this context, "detachable" means that the connection devices can be assembled and removed without causing damage, for example by having detachable couplings.

[0017] The compressor connection can be formed and configured on or in the air dryer assembly to conduct compressed air compressed by the compressor into the air dryer assembly, to dry this compressed air there, and in particular to introduce the dried compressed air into the pressure control assembly via the at least one pneumatic line. Alternatively, the compressor connection can also be formed and configured on the pressure control assembly to conduct compressed air compressed by the compressor into the pressure control assembly, wherein the at least one pneumatic line is provided or configured to conduct the compressed air from the pressure control assembly into the air dryer assembly, to dry it there.

[0018] According to a further development, a) at least one control or regulating routine of at least one braking function of a braking device of the motor vehicle, which is comprised of the compressed air device, can be implemented in the first control or regulating electronics of the pressure regulating unit, and b) the pressure regulating unit can comprise a second valve device which, controlled by the first control or regulating electronics, generates a first braking pressure for the braking device of the motor vehicle.

[0019] The braking function is then integrated as software, including the second valve device controlled by this software, in the pressure control unit, which leads to an advantageous reduction in pneumatic lines and pipes as well as electrical signal and power supply lines, including the necessary contacts.

[0020] The braking function can comprise: a) a service braking function, designed and configured to control or regulate at least one service braking pressure within a service braking device as a first braking pressure, which is comprised by the compressed air device and / or b) a parking braking function, designed and configured to control or regulate at least one parking braking pressure within a parking braking device as a first braking pressure, which is comprised by the compressed air device, and / or c) a trailer braking function, designed and configured to control or regulate at least one trailer braking pressure within a trailer braking device as a first braking pressure, which is comprised by the compressed air device.

[0021] The second valve device of the pressure control unit can also be designed and configured, controlled by the first control or regulating electronics, to generate at least one first brake pressure and to control it to at least one brake pressure output of the pressure control unit. As mentioned above, the at least one first brake pressure can be (a) the service brake pressure, in particular of the service brake device, and / or (a) the parking brake pressure, in particular of the parking brake device, and / or (a) the trailer brake pressure, in particular of the trailer brake device, and can be provided in particular for actuating a pneumatic brake actuator such as a pneumatic service brake cylinder or spring brake cylinder.

[0022] First electro-pneumatic redundancy

[0023] Particularly preferably, the compressed air device can include a brake control unit with a second control or regulating electronics and a third valve device, wherein the at least one control or regulating routine of the at least one braking function of the braking device of the motor vehicle is implemented redundantly in the second control or regulating electronics, and wherein the second control or regulating electronics controls the third valve device in order to control at least one second braking pressure, in particular as service braking pressure and / or parking braking pressure and / or trailer braking pressure for the service braking device and / or the parking braking device and / or the trailer braking device, at a brake pressure connection of the brake control unit.These measures therefore provide a redundant braking function or a first electropneumatic redundancy of the braking system of the motor vehicle, in particular in the event that the first control and regulating electronics or the second control and regulating electronics fail.

[0024] It is also possible for the control or regulating routines of the at least one braking function to be fully or partially integrated in the brake control unit, and for the brake control unit to primarily, i.e., primarily, control or regulate this at least one braking function, while the redundant braking function is integrated in the pressure regulating unit in order to control or regulate it secondarily, i.e., subordinately, with the aid of the second valve device. In both cases, the braking function can also be reduced or downgraded, for example with regard to the scope of driving dynamics control functions. For example, the braking function may not include driving stability control (ESP), but merely brake slip control (ABS) and / or traction control (ASR). In addition, it is possible for the pressure regulating and / or compressed air preparation and / or compressed air distribution function to also be implemented in the second control or regulating electronics of the brake control unit.Then, in the event of a failure or error of the first control or regulating electronics of the pressure control unit, the second control or regulating electronics of the brake control unit can be designed and configured to take over the pressure control and optionally also the pressure control function and / or the compressed air distribution function by controlling the first valve device.

[0025] The brake control unit represents a separate unit, in particular with respect to the pressure control unit and the air dryer unit, and can be connected to at least one of these units by at least one electrical signal and / or energy connection (cable, data bus) and / or by at least one pneumatic connection (e.g. line, pipe, duct).

[0026] The brake control unit preferably has a separate housing for all components included in this unit.

[0027] In particular, a) in the event of a failure or error of the first control or regulating electronics of the pressure regulating unit, the second control or regulating electronics of the brake control unit can be designed and configured to carry out the at least one braking function and / or the pressure regulating function and / or to control the second valve device in order to generate the at least one first braking pressure, and / or b) in the event of a failure or error of the second control or regulating electronics of the brake control unit, the first control or regulating electronics of the pressure regulating unit can be designed and configured to carry out the at least one braking function and / or to control the third valve device in order to generate the at least one second braking pressure.

[0028] These measures therefore advantageously enable cross-redundancy, which still enables execution of at least one braking function in the event of a fault or failure of the first control or regulating electronics in the pressure control unit or the second control or regulating electronics in the brake control unit. The pressure control unit can also be supplied with electrical energy, for example, from a first electrical energy supply that is independent of and separate from a second electrical energy supply that supplies the brake control unit with electrical energy.

[0029] In particular, a communication device, in particular designed as a signal line or data bus, can be provided between the pressure control unit and the brake control unit.

[0030] The pressure control unit and the brake control unit communication device can be designed and configured to report a failure or error of one unit to the other unit, which is not affected by the error or failure, by means of a failure or error signal transmitted via the communication device. The other unit can then also be designed and configured to activate or execute the at least one braking function in response to the failure or error signal. At least one control or regulating electronics of a unit can therefore include implemented self-monitoring routines to generate the failure or error signal.

[0031] Alternatively, however, mutual external monitoring of the two components is also possible, in which case the component detected as having an error or failure is then restricted in terms of its range of functions or deactivated in the sense of "fail-silent" and then the at least one braking function is activated or executed by the respective intact component.

[0032] The brake control unit can also have integrated therein a) a front axle pressure control module for a front axle of the motor vehicle, which is designed and configured to generate a regulated service brake pressure for pneumatic brake actuators of the front axle, and / or b) a rear axle pressure control module for a rear axle of the motor vehicle, which is designed and configured to generate a regulated service brake pressure for pneumatic brake actuators of the rear axle, and / or c) a trailer control module for a trailer, which is designed and configured to generate a trailer brake pressure for pneumatic brake actuators of the trailer.

[0033] The pneumatic brake actuators can, in particular, be pneumatic service brake cylinders. Such a pressure control module can comprise, in a known manner, an inlet / outlet solenoid valve combination controlled by integrated control electronics, as well as a relay valve pneumatically controlled by the latter, which then outputs the respective brake pressure. A pressure sensor can also be integrated to provide feedback of the actual brake pressure to the integrated control electronics, which receives a signal representing the desired brake pressure from a brake value sensor, such as a brake value sensor actuated by a driver of the motor vehicle and / or from a brake value sensor for at least partially autonomous control and regulation of the motor vehicle, in order to then perform an internal target-actual comparison.Also integrated into such a pressure control module can be a backup solenoid valve connected to a pneumatic control port. This valve, for example, is closed when energized and open when exhausted. This valve directs the pneumatic control pressure present at the pneumatic control port to the relay valve, which then modulates the brake pressure depending on the pneumatic control pressure. The trailer control module can be designed with or without integrated control electronics.

[0034] The control electronics of the pressure control module can, in particular, be integrated into the second control and regulation electronics of the brake control unit or implemented separately. Control signals for the control electronics of the pressure control module and the second control and regulation electronics of the brake control unit can be controlled, for example, via a common electrical control connection or via separate electrical control connections of the brake control unit.

[0035] According to a further development, a brake value sensor, for example a driver-operated brake value sensor and / or an autonomously acting brake value sensor, is connected to the first control and regulating electronics and / or to the second control and regulating electronics in a signal-conducting manner, in particular via the above-mentioned communication device, in order to feed a brake request signal generated automatically and / or upon request by the brake value sensor into the first control and regulating electronics and / or into the second control and regulating electronics in order to generate the brake pressure with the aid of the second valve device and / or the third valve device. This brake request signal then represents, for example, a desired brake pressure. The brake value sensor can comprise a service brake value sensor and / or a parking brake value sensor in order to generate a service brake request signal for a service brake pressure and / or a parking brake request signal for a parking brake pressure.The brake signal sensor can also be included in a driver assistance system such as emergency braking assistant, vehicle dynamics control system (ESP), adaptive cruise control (ACC), which generates the brake request signal without any action from the driver.

[0036] The second valve device and / or the third valve device and / or the pressure control module and / or the trailer control module can also be connected to at least one, each one or the compressed air supply in order to generate a modulated brake pressure from the supply pressure.

[0037] Second electro-pneumatic redundancy

[0038] Within the scope of a second electro-pneumatic redundancy, which can be provided in addition to the first electro-pneumatic redundancy described above, a) the second valve device can be designed to be pneumatically controllable at a first backup pressure connection of the pressure control unit in order to generate a brake pressure, in particular the at least one first brake pressure, depending on a backup pressure, wherein the first control pressure connection of the pressure control unit is connected to the brake pressure connection of the brake control unit, wherein the brake pressure controlled at the brake pressure connection forms the backup pressure, and / or b) the third valve device of the brake control unit can be designed to be pneumatically controllable at a second backup pressure connection in order to generate the brake pressure depending on a backup pressure, wherein the second backup pressure connection of the brake control unit is connected to the brake pressure output of the pressure control unit,The brake pressure delivered to the brake pressure connection forms the backup pressure.

[0039] These measures enable redundant electro-pneumatic control of the pressure control unit and / or the brake control unit, for example, if a primary electrical or electronic control unit is faulty or has failed. The modulated brake pressure electrically controlled by the intact unit can then be used as the pneumatic control pressure for the faulty or defective unit.

[0040] Also, a) the air dryer assembly may be provided with a first fastening device having first connection dimensions, and b) the pressure control assembly may be provided with a second fastening device having second connection dimensions, wherein c) the first and second connection dimensions differ.

[0041] The different connection dimensions of the two fastening devices, such as the hole spacing of the fastening elements and / or the dimensions of the form-fitting elements, implicitly preclude a direct arrangement or attachment of the air dryer assembly to the pressure control assembly and vice versa. Furthermore, this design can ensure that the air dryer assembly and the pressure control assembly are arranged or attached at different positions on or in the motor vehicle.

[0042] synergy

[0043] The measures described above work synergistically because with only three components, namely the air dryer unit, the pressure control unit and the brake control unit, a compressed air system with two electro-pneumatic redundancies is provided while at the same time allowing easy replacement of the air dryer cartridge.

[0044] In a second aspect, the invention relates to a motor vehicle with at least one compressed air consumer and a compressed air device described above, wherein the compressed air supply device of the compressed air device supplies the at least one compressed air consumer with compressed air. The air dryer assembly is arranged or fastened at a first position of the motor vehicle, which differs from or is spatially separate from a second position of the motor vehicle, at which the pressure regulating assembly is arranged or fastened. These measures lead to the advantages already described above of a flexible arrangement of the air dryer assembly and the pressure regulating assembly. In particular, the air dryer assembly can then be arranged at a first position that is easily accessible from the outside of the motor vehicle in order to be able to conveniently change the air dryer cartridge.On the other hand, the pressure control unit can then be arranged spatially separated from the air dryer unit at, for example, a central second position on the motor vehicle, which enables the at least one pneumatic hose line.

[0045] The first position and the second position can also deviate from first and second positions in which the air dryer assembly and the pressure control assembly are fastened directly opposite one another on different sides of a component of the motor vehicle, for example on a common support plate or on a common frame section as a common support element. This is because the aim to be achieved with the invention of a spatially separate arrangement of the air dryer assembly and the pressure control assembly would not be sufficiently realized. Particularly preferably, the minimum distance between the first position and the second position is in a range between 1.0 m and 2.0 m (meters).

[0046] According to a further development, the air dryer assembly attached to the first position of the motor vehicle can face an exterior of the motor vehicle or be arranged on the exterior. As already explained above, this provides good accessibility to the air dryer assembly for changing the air dryer cartridge.

[0047] In particular, the first position and / or the second position can be located on a frame of the motor vehicle. In a further development, the second position can be located on a particularly central longitudinal member of a frame of the motor vehicle. The frame can, for example, be designed as a ladder frame and, in addition to two longitudinal members, also comprise at least one cross member. In this case, the first position can be located on a cross member of the frame of the motor vehicle.

[0048] Generally, the air dryer assembly is spatially separated from the pressure control assembly on or in the motor vehicle, with the two assemblies occupying a position relative to each other that differs from a side-by-side arrangement of the two assemblies, for example, on a common support element. As already explained above, this can be an at least partially autonomously controlled motor vehicle, in which, in particular, the braking request signal is automatically generated by the braking signal transmitter.

[0049] drawing

[0050] A preferred embodiment of the invention is illustrated below in the drawing and explained in more detail in the following description. The sole figure of the drawing shows a schematic circuit diagram of a preferred embodiment of a compressed air device according to the invention. Further embodiments are also described in the following description.

[0051] Description of the embodiments

[0052] The figure shows a schematic circuit diagram of a preferred embodiment of a particularly electro-pneumatic compressed air device 1 of a motor vehicle, in particular a towing vehicle of a towing vehicle-trailer combination according to the invention.

[0053] The compressed air device 1 comprises, among other things, a compressed air supply device 2, which comprises, as spatially separate units, an air dryer unit 3 with a replaceable air dryer cartridge 4 and a base 5 or holder for the air dryer cartridge 4, and a pressure control unit 6. The air dryer cartridge 4 is detachably attached to the base 5.

[0054] The pressure control unit 6 includes a first valve device 7, for example, with a multi-circuit protection valve, solenoid valves, and overflow valves, and a first control or regulating electronics unit 8, which includes routines for a pressure control function and, optionally, also a pressure control function and a compressed air distribution function for the compressed air to several compressed air circuits within a single system. The pressure control function, the pressure control function, and the compressed air distribution function therefore control the compressed air preparation of the compressed air supplied by a compressor 9, as well as its pressure level and distribution to the various compressed air consumer circuits. In this respect, the first control or regulating electronics unit 8 controls the first valve device 7 in accordance with these functions.

[0055] The pressure control unit 6 preferably has a common housing for, for example, all components comprised by this unit 6. Furthermore, the pressure control unit 6 has a supply air outlet 11, to which a compressed air supply 12 is connected, which here represents several compressed air supplies by way of example. Generally, a compressed air supply can supply one or more compressed air consumer circuits with compressed air.

[0056] Furthermore, a compressed air connection is provided between the air dryer assembly 3 and the pressure control and distribution assembly 6, which can comprise several pneumatic lines, whereby only one pneumatic line 13 is shown in the figure as an example for a possible multiple pneumatic lines. The compressed air connection or the pneumatic line 13 serves to conduct compressed air between the air dryer assembly 3 and the pressure control assembly 6, here in particular for the purpose of conducting compressed air compressed by the compressor 9 and dried by the air dryer assembly 3 into the pressure control assembly 6.

[0057] Here, for example, the air dryer assembly 3 has a compressor connection 10 to which the compressor 9 is connected. The compressed air conveyed by the compressor 9 via the compressor connection 10 into the air dryer assembly 3 is then dried there and fed via the pneumatic line 13 to the pressure control assembly 6. Alternatively, the pressure control assembly 6 can also be provided with the compressor connection 10, in which case the compressed air conveyed by the compressor 9 is then fed via the pneumatic line 13 into the air dryer assembly 3 for the purpose of air drying and, after drying, is fed back via the pneumatic line 13 to the pressure control assembly 6. As described above, however, the pneumatic line 13 here preferably serves to convey dried compressed air from the air dryer assembly 3 to the pressure control assembly 6.

[0058] Preferably, a first connection device 14, which can be detachable, is provided between the pneumatic hose line 13 and the air dryer assembly 3, and a second connection device 15, which can be detachable, is provided between the pneumatic line 13 and the pressure control and distribution assembly 6. The detachability of the two connection devices 14, 15 can be achieved, for example, by

[0059] Hose couplings or plug-in and / or screw connections between appropriately designed connecting elements of the pneumatic hose line 13 and the air dryer assembly 3 or the pressure control and distribution assembly 6 can be realized. Due to the pneumatic line 13, which is pulled between the air dryer assembly 3 and the pressure control assembly 6, a spatial separation between the air dryer assembly 3 and the pressure control assembly 6 is realized when the compressed air supply device 2 is mounted on or in the motor vehicle, because the two units 3, 6 can exchange compressed air via the pneumatic line 13, the length of which can be flexibly adjusted, here in particular for the purpose of drying / cleaning the compressed air.The length of the pneumatic line 13 can, for example, be at least 1.0 m to 2.0 m (meters) to enable a flexible arrangement or spatial separation of the air dryer assembly 3 and the pressure control assembly 6 on or in the motor vehicle. The pneumatic line 13 is designed in particular as a flexible and / or elastic hose line, but can also comprise a rigid pipe.

[0060] Since the pressure in the pneumatic line 13 essentially corresponds to the discharge pressure of the compressor 9, the compressor 9 can also be controlled depending on the pressure prevailing in the pneumatic line 13. In particular, a discharge valve can be pneumatically controlled by the pressure in the pneumatic line 13, which then switches off the compressor 9 when a predetermined switch-off pressure is reached. The compressor 9 can also be switched to an energy-saving mode when the switch-off pressure is reached. The compressor 9 can be driven by a drive motor of the motor vehicle, here in particular by an internal combustion engine. Alternatively, the compressor 9 can also be driven by a (separate) electric machine, which is then electrically controlled, for example, by the first control and regulating electronics 8 of the pressure regulating unit 6.

[0061] The first control or regulating electronics 8 controls the first valve device 7 in order to generate supply compressed air for the compressed air supply 12 from the compressed air supplied through the compressor connection 10 at the supply air outlet 11 and also to maintain a certain supply pressure in the compressed air supply 12 (pressure control).

[0062] The first valve device 7 of the pressure control unit 6 comprises valves such as solenoid valves, relay valves, overflow valves, pressure control valves, and shuttle valves, including a multi-circuit protection valve, in particular a four-circuit protection valve. The multi-circuit protection valve or the overflow valves are used to isolate the compressed air consumer circuits connected to the pressure control unit 6, such as the front axle brake circuit, rear axle brake circuit, trailer brake circuit, air suspension circuit, and auxiliary consumer circuit.

[0063] The air dryer assembly 3 is preferably provided with a first fastening device 16, which is provided and designed here, for example, for fastening the air dryer assembly 3 to an end of a cross member 17 of a ladder frame 18 of the motor vehicle, said end facing a side surface of the motor vehicle. In addition to the one cross member 17, the ladder frame 18 can also have further cross members not shown in the figure, as well as, for example, two longitudinal members 19. The first fastening device 16 of the air dryer assembly 3 has first connection dimensions for fastening or connecting to the end of the cross member 17 facing the side surface of the motor vehicle.

[0064] The pressure control unit 6 is provided with a second fastening device 20, which is provided and designed here, for example, for fastening the pressure control unit 6 to one of the longitudinal members 19. Furthermore, the second fastening device 20 has second connection dimensions that differ from the first connection dimensions of the first fastening device 16. The connection dimensions of the two fastening devices 16, 20 can include, for example, hole spacings of bores for fastening elements and / or dimensions of form-fitting elements.

[0065] Overall, the air dryer assembly 3 is spatially separated from the pressure control assembly 6 on or in the motor vehicle, wherein the two assemblies 3, 6 assume a position relative to one another which deviates from a juxtaposition of the assemblies 3, 6, for example, on a common support element.

[0066] In particular, the design of the air dryer assembly 3 and the pressure control assembly 6 as separate assemblies within the compressed air supply device 2 enables the air dryer assembly 3 with the replaceable air dryer cartridge 4 to be arranged at a first position on the motor vehicle, such as here at the end of the cross member 17, where the air dryer cartridge 4 is easily accessible for replacement from the outside. Furthermore, the pressure control assembly 6 can be fastened at a second position centrally arranged on or in the motor vehicle, here in particular centrally on a longitudinal member 19. The minimum distance between the first position and the second position is preferably in a range between 1.0 and 2.0 m (meters).

[0067] In the first control or regulating electronics 8 of the pressure regulating unit 6, control or regulating routines are implemented, here for example, for a service brake function and a trailer brake function of a combined service and trailer brake device of the motor vehicle, which forms a component of the compressed air device 1 and a compressed air consumer of the compressed air supply device 2. Furthermore, the pressure regulating unit 6 comprises, in addition to the first valve device 7, a second valve device 21, which, controlled here for example by the first control or regulating electronics 8, generates at least one brake pressure, here for example a service brake pressure and a trailer brake pressure for the combined service and trailer brake device of the motor vehicle.

[0068] In particular, for example, the entire service and trailer brake functions, both for controlling / regulating the service brake pressures within the front axle brake circuit, the rear axle brake circuit, and the trailer brake circuit, as well as the pressure control, pressure conditioning, and / or pressure distribution functions, are implemented as software in the first control and regulation electronics 8. The first control and regulation electronics 8 can form a single electronic unit (e.g., circuit boards) or an assembly of several such electronic units.

[0069] The second valve device 21 of the pressure control unit 6 is then controlled by the first control or regulating electronics 8 and configured to generate the service brake pressure, for example, for the rear axle brake circuit and to direct this pressure to a service brake pressure output 22 of the pressure control unit 6. From there, the service brake pressure is then fed via a first brake pressure line 23 into pneumatic service brake cylinders 24 on the wheels of the rear axle HA of the motor vehicle. In this respect, the pressure control unit 6 (also) forms a component of the rear axle brake circuit of the combined service and trailer brake system of the motor vehicle as a component of the pneumatic system 1.

[0070] Furthermore, the second valve device 21 of the pressure control unit 6, controlled by the first control or regulating electronics 8, is designed and configured to generate the trailer brake pressure within the trailer brake circuit and to direct this to a trailer brake pressure outlet 25, from which it is passed via a trailer brake line 26 to a "brake" coupling head 27 of the motor vehicle. Last but not least, the second valve device 21 of the pressure control unit 6, controlled by the first control or regulating electronics 8, is designed and configured to generate a trailer supply pressure within the trailer brake circuit and to direct this to a trailer supply pressure outlet 28, from which it is passed via a trailer supply line 29 to a "supply" coupling head 30 of the motor vehicle.In this respect, the pressure control unit 6 also forms a component of the trailer brake circuit of the combined service and trailer brake system of the motor vehicle.

[0071] Particularly preferably, the compressed air device 1 additionally comprises a brake control unit 31 with a second control or regulating electronics unit 32 and a third valve device 33. The control or regulating routines of the service brake function and the trailer brake function are also implemented in the second control or regulating electronics unit 32, in particular in a redundant manner. In particular, all service brake functions, both for controlling / regulating the service brake pressures within the front axle brake circuit and for controlling / regulating the service brake pressures within the rear axle brake circuit and the trailer brake pressure within the trailer brake circuit, are implemented as software in the second control and regulating electronics unit 32.Optionally, the pressure control, compressed air preparation, and / or pressure distribution functions, which are normally performed by the first control and regulation electronics, can also be implemented as software in the second control and regulation electronics 32. Preferably, all components of the brake control unit 31 are arranged in a common housing.

[0072] The second control or regulating electronics 32 controls the third valve device 33, in particular, to apply a service brake pressure to service brake pressure connections 34 of the brake control unit 31 via second brake pressure lines 46 for pneumatic service brake cylinders 35 on the wheels of the front axle VA within the front axle brake circuit. In this respect, the brake control unit 31 also forms a component of the front axle brake circuit of the combined service and trailer brake system of the motor vehicle.

[0073] The brake control unit 31 can be supplied with compressed air from the same compressed air supply 12 as the pressure control unit 6, but preferably from a further compressed air supply (not shown here for reasons of clarity), thereby separating the circuit. The pressure control unit 6 is also supplied with electrical energy, for example, from a first electrical power supply, which is independent of and separate from a second electrical power supply that supplies the brake control unit 31 with electrical energy.

[0074] The second valve device 21 and the third valve device 33 can each comprise an inlet / outlet solenoid valve combination controlled by the respective control and regulating electronics 8 or 32, respectively, as well as a relay valve pneumatically controlled by the latter, which then outputs the respective brake pressure. Also integrated into the second valve device 21 and the third valve device 33 can each be a pressure sensor for providing feedback of the actual brake pressure to the first control and regulating electronics 8 or to the second control and regulating electronics 32, respectively. The second control and regulating electronics 32 receives a signal representing the desired brake pressure from a brake value transmitter 36, such as, in this case, a brake value transmitter for at least partially autonomously controlling and regulating the motor vehicle, in order to then perform an internal target-actual comparison.Preferably also integrated into the second valve device 21 and into the third valve device 33 is a backup solenoid valve connected to a first backup pressure connection 37 of the second valve device 21 or to a second backup pressure connection 38 of the third valve device 33.

[0075] The two backup solenoid valves are, for example, closed when energized and open when exhausted, in order to transmit the pneumatic backup pressure present at the respective backup pressure connection 37 or 38 to the respective relay valve, so that this valve modulates a brake pressure depending on the pneumatic backup pressure, namely the service brake pressure within the front axle brake circuit and the service brake pressure within the rear axle brake circuit. In order to also be able to generate the trailer brake pressure depending on the backup pressure, the second valve device 21 of the pressure control unit 6 comprises the known and typical components (inlet-outlet valve combination, relay valve, pressure sensor, backup solenoid valve, and optionally a separate electronic control unit) of a trailer control module (TCM) with its own backup solenoid valve.

[0076] A first signal connection 39 of the pressure control unit 6, which is internally connected to the first control and regulation electronics 8, and a second signal connection 40 of the brake control unit 31, which is internally connected to the second control and regulation electronics 32, are signal-connected to one another via a communication device 41, for example, a data bus. Furthermore, the brake value transmitter 36 is also connected to the communication device 41; in this case, it also generates a service brake request signal autonomously, i.e., without driver intervention.

[0077] Normal case

[0078] On the basis of the service brake request signal input via the communication device 41 and the first and second signal connections 39, 40 or depending thereon, the first control and regulating electronics 8 then controls the second valve device 21 in normal operation or in the normal case in order to generate the service brake pressure for the rear axle brake circuit and the trailer brake pressure for the trailer brake circuit, and the second control and regulating electronics 32 controls the third valve device 33 in order to generate the service brake pressure for the front axle brake circuit.

[0079] First electro-pneumatic redundancy

[0080] The measures described above additionally provide redundant braking functions of the combined service and trailer braking system of the motor vehicle and optionally also a redundant pressure control function of the compressed air supply system 2, in particular in the event that the first control and regulating electronics 8 or the second control and regulating electronics 32 fail.

[0081] Therefore, particularly in the event of a failure or error of the first control or regulating electronics 8 of the pressure control unit 6, which can be caused, for example, by a failure of the electrical power supply of the first control or regulating electronics 8 or a software or hardware error, the second control or regulating electronics 32 of the brake control unit 31 is designed and configured to execute the service brake function in the rear axle brake circuit and the trailer brake function. This is preferably achieved by the second control or regulating electronics 32 of the brake control unit 31 controlling the second valve device 21 of the pressure control unit 6 via the communication device 41 in order to generate the service brake pressure for the rear axle brake circuit and the trailer brake pressure for the trailer brake circuit.For this purpose, the second valve device 21 can be connected directly or indirectly, for example, to the first signal connection 39 of the pressure control unit 6. For example, a signal connection looped from the first signal connection 39 through the first control or regulating electronics 8 to the second valve device 21 is conceivable.

[0082] It is understood that in such a case, the second control and regulating electronics 32 then continues to control the third valve device 33 in order to generate the service brake pressure for the front axle brake circuit.

[0083] Preferably, in addition, in the event of a failure or error of the first control or regulating electronics 8 of the pressure control unit 6, the second control or regulating electronics 32 of the brake control unit 31 is designed and configured to take over the pressure control, compressed air preparation and / or compressed air distribution function by correspondingly controlling the first valve device 7.

[0084] On the other hand, in the event of a failure or error (reasons see above) of the second control or regulating electronics 32 of the brake control unit 31, the first control or regulating electronics 8 of the pressure regulating unit 6 is designed and configured to execute the service brake function in the front axle brake circuit, in that the first control or regulating electronics 8 of the pressure regulating unit 6 then controls the third valve device 33 via the communication device 41 in order to generate the service brake pressure for the front axle brake circuit. For this purpose, the third valve device 33 can be connected directly or indirectly to the second signal connection 40 of the brake control unit 6. For example, a signal connection looped from the second signal connection 40 through the second control or regulating electronics 32 to the third valve device 33 is conceivable.

[0085] It is understood that in such a case, the first control and regulating electronics 8 then continues to control the second valve device 21 in order to generate the service brake pressure for the rear axle brake circuit and the trailer brake pressure for the trailer brake circuit. Furthermore, the first control and regulating electronics 8 can then also control the first valve device 7 in order to execute the pressure control, compressed air preparation and / or compressed air distribution function. With these measures, cross-redundancy is therefore advantageously possible, which, in the event of a fault or failure of the first control or regulating electronics or the second control or regulating electronics, still enables the braking functions in the front axle brake circuit, the rear axle brake circuit and the trailer brake circuit to be carried out, and optionally also enables the pressure control, compressed air preparation and / or compressed air distribution function to be carried out.This means that the service brake functions in the front axle brake circuit and the rear axle brake circuit, as well as optionally also the pressure control, compressed air preparation and / or compressed air distribution functions, remain fully and in parallel, even if the control and regulation electronics 8 or 32 actually intended for these functions have failed.

[0086] Preferably, the failure or error of the first control and regulating electronics 8 or the second control and regulating electronics 32 is reported to the other intact control and regulating electronics 32 or 8 by means of a failure or error signal via the communication device 41. As described above, the respective intact control and regulating electronics 8 or 32 then actuates the first valve device 7 and / or the second valve device 21 and / or the third valve device 33 in response to the failure or error signal in order to execute the service brake function in the respective electrically failed brake circuit and, optionally, additionally the pressure control, compressed air preparation and / or compressed air distribution function. The first and second control or regulating electronics 8, 32 can therefore each include implemented self-monitoring routines in order to generate the failure or error signal.

[0087] Second electro-pneumatic redundancy

[0088] The second valve device 21 is designed to be pneumatically controllable at the first backup pressure port 37 of the pressure control unit 6 in order to generate the service brake pressure within the rear axle brake circuit. The first backup pressure port 37 of the pressure control unit 6 is then connected to a service brake pressure port 34 of the brake control unit 31 via a first backup pressure line 43. The pneumatic controllability of the second valve device 21 is then achieved by the integrated backup solenoid valve described above, which is particularly useful in the event of an electrical fault (e.g.Failure of the electrical energy supply of the pressure control unit 6 opens without power and thereby transmits the modulated service brake pressure for the front axle brake circuit as pneumatic control pressure or backup pressure to the relay valve integrated in the second valve device 21 via the first backup pressure line 43, whereby the relay valve then generates or also modulates the service brake pressure for the rear axle brake circuit depending on the modulated service brake pressure of the front axle brake circuit.

[0089] Here, too, the second valve device 21 should be designed in such a way as to generate the trailer brake pressure of the trailer brake circuit depending on the backup pressure present at the first backup pressure connection 37, for example by, as described above, preferably integrating the components of a trailer control valve or a trailer control module (TCM) into the second valve device 21, which in particular comprise a separate backup solenoid valve for the trailer brake circuit.

[0090] In this sense, the third valve device 33 of the brake control unit 31 is also designed to be pneumatically controllable by a backup pressure at the second backup pressure connection 38 of the brake control unit 31 in order to generate the service brake pressure for the front axle brake circuit. For this purpose, the second backup pressure connection 38 of the brake control unit 31 is connected to the service brake pressure output 22 of the pressure control unit 6 via a second backup pressure line 45. Here, too, the pneumatic controllability of the third valve device 33 results from the backup solenoid valve integrated there as described above, which in the event of an electrical fault (e.g.Failure of the electrical power supply of the brake control unit 31) opens without power and thereby transmits the service brake pressure of the rear axle brake circuit as pneumatic control pressure or backup pressure to the integrated relay valve of the third valve device 33 via the second backup pressure line 45, whereby this then generates or modulates the service brake pressure for the front axle brake circuit depending on the modulated service brake pressure of the rear axle brake circuit.

[0091] These measures therefore enable redundant cross-electro-pneumatic control of the pressure control unit 6 and / or the brake control unit 31 if the primary electrical or electronic control by the first control and regulation electronics 8 or by the second control and regulation electronics 32 is faulty or has failed. The service brake pressure controlled by the respective intact unit 6 or 31 and modulated electrically is then used as backup pressure for pneumatic control of the respective failed unit 6 or 31.

[0092] According to further embodiments of the compressed air device 1 not shown here, a front axle pressure control module can be integrated into the brake control unit 31 or form such a module, which is designed and configured to generate a regulated service brake pressure within the front axle brake circuit for the pneumatic service brake cylinders 35 of the front axle.

[0093] Additionally or alternatively, a rear axle pressure control module can be integrated into the pressure control unit 6, which is designed and configured to generate a controlled service brake pressure for the pneumatic service brake cylinders 24 of the rear axle HA within the rear axle brake circuit.

[0094] As mentioned above, a trailer control module (TCM) can additionally or alternatively be integrated into the pressure control unit 6, which is designed and configured to generate the trailer brake pressure within the trailer brake circuit. The trailer control module can be designed like a pressure control module, but also without its own control electronics, with control of the trailer brake pressure preferably being provided. Furthermore, with such a trailer control module, the pneumatic control is inverse, i.e., a high pneumatic control pressure leads to a low trailer control pressure and vice versa.

[0095] Such a pressure control module or trailer control module can, in a known manner, comprise an inlet / outlet solenoid valve combination controlled by integrated control electronics (optional in the trailer control module), as well as a pneumatically controlled relay valve, which then outputs the respective brake pressure. A pressure sensor can also be integrated to provide feedback of the actual brake pressure to the integrated control electronics, which receives a signal representing the target brake pressure from the brake signal transmitter in order to then perform an internal target-actual comparison. Also integrated in such a pressure control module orThe trailer control module can be a backup solenoid valve connected to a pneumatic control connection, which is, for example, closed when energized and open when exhausted, in order to direct the pneumatic control pressure present at the pneumatic control connection to the relay valve so that it modulates the respective brake pressure depending on the pneumatic control pressure.

[0096] The control electronics of the pressure control module or trailer control module can then be integrated, in particular, into the first control and regulation electronics 8 and / or the second control and regulation electronics 32 or implemented separately therefrom. In the second case, the brake request signal output by the brake signal transmitter 36 can be controlled, on the one hand, for the control electronics of the respective pressure control module or for the trailer control module and, on the other hand, for the respective control and regulation electronics 8 or 32, for example, via the common signal connection or via separate electrical signal connections of the pressure control unit 6 and / or the brake control unit 31.

[0097] The second valve device 21 and / or the third valve device 33 and / or the pressure control module and / or the trailer control module can also be connected to at least one (each) or the compressed air supply 12 in order to generate a modulated service brake pressure or trailer brake pressure from the supply pressure.

[0098] As already explained above, the motor vehicle can be an at least partially autonomously controlled motor vehicle, in which, in particular, the braking request signal is automatically generated by the braking value sensor 36. The braking value sensor 36 can also comprise a driver assistance system that generates a first braking request signal without driver intervention, for example, an emergency braking assistant, adaptive cruise control, traction control (ASR), and / or a vehicle dynamics control system. Alternatively or additionally, it is possible for the braking value sensor 36 to comprise a driver-operated foot brake module that generates a second braking request signal.The first brake request signal and / or the second brake request signal can be evaluated by the first control and regulating electronics 8 and / or by the second control and regulating electronics 32 in order to execute the above-described service brake functions and / or the trailer brake function by the respective valve device 21 or 33. List of reference symbols.

[0099] 1 compressed air device

[0100] 2 Compressed air supply device

[0101] 3 Air dryer assembly

[0102] 4 air dryer cartridges

[0103] 5 sockets

[0104] 6 Pressure control unit

[0105] 7 first valve device

[0106] 8 first control and regulation electronics

[0107] 9 Compressor

[0108] 10 Compressor connection

[0109] 11 Supply air outlet

[0110] 12 Compressed air supply

[0111] 13 pneumatic hose line

[0112] 14 first connection device

[0113] 15 second connection device

[0114] 16 first fastening device

[0115] 17 cross members

[0116] 18 ladder frames

[0117] 19 longitudinal members

[0118] 20 second fastening device

[0119] 21 second valve device

[0120] 22 Service brake pressure output

[0121] 23 first brake pressure line

[0122] 24 service brake cylinders HA

[0123] 25 Trailer brake pressure output 26 Trailer brake line

[0124] 27 Coupling head “Brake”

[0125] 28 Trailer supply pressure output

[0126] 29 Trailer supply line

[0127] 30 coupling head “stock”

[0128] 31 Brake control unit

[0129] 32 second control and regulation electronics

[0130] 33 third valve device

[0131] 34 service brake pressure connections

[0132] 35 service brake cylinders VA

[0133] 36 brake value sensors

[0134] 37 first backup print port

[0135] 38 second backup print port

[0136] 39 first signal connection

[0137] 40 second signal connection

[0138] 41 Communication device

[0139] 43 first backup pressure line

[0140] 45 second backup pressure line

[0141] 46 second brake pressure lines

Claims

PATENT CLAIMS 1. Compressed air device (1) of a motor vehicle, in particular a towing vehicle of a towing vehicle-trailer combination, comprising a compressed air supply device (2), characterized in that the compressed air supply device (2) includes a compressor connection (10) for a compressor (9) and, as separate structural units: a) an air dryer structural unit (3) with a replaceable air dryer cartridge (4) and a base (5) for the air dryer cartridge (4), b) a pressure regulating structural unit (6) with a first valve device (7) of a first control or regulating electronics (8), which comprises at least routines for pressure regulation, and with at least one supply air outlet (11), wherein the first control or regulating electronics (8) controls the first valve device (7) at least in terms of a pressure regulation function,to generate a pressure-regulated supply compressed air for at least one compressed air supply (12) from the compressed air supplied through the compressor connection (10) at the at least one supply air outlet (11), wherein c) a compressed air connection is provided between the air dryer assembly (3) and the pressure control assembly (6), which comprises or is formed by at least one pneumatic line (13).

2. Compressed air device according to claim 1, characterized in that a first connection device (14) is provided between the at least one pneumatic line (13) and the air dryer assembly (3) and a second connection device (15) is provided between the at least one pneumatic line (13) and the pressure control assembly (6).

3. Compressed air device according to claim 1 or 2, characterized in that a) in the first control or regulating electronics (8) of the pressure regulating unit (6) at least one control or regulating routine of at least one braking function of a braking device of the motor vehicle is implemented, which is comprised of the compressed air device (1), and that b) the pressure regulating unit (6) comprises a second valve device (21), which is electrically controlled by the first control or regulating electronics (8) at least generates a first brake pressure for the braking system of the motor vehicle.

4. Compressed air device according to claim 3, characterized in that the braking function a) is a service braking function, designed and configured to control or regulate at least one service braking pressure within a service braking device as a first braking pressure, which is comprised by the compressed air device (1), and / or b) is a parking braking function, designed and configured to control or regulate at least one parking braking pressure within a parking braking device as a first braking pressure, which is comprised by the compressed air device (1), and / or c) is a trailer braking function, designed and configured to control or regulate at least one trailer braking pressure within a trailer braking device as a first braking pressure, which is comprised by the compressed air device (1).

5. Compressed air device according to claim 4, characterized in that the second valve device (21) of the pressure control unit (6) is designed and configured to be controlled by the first control or regulating electronics (8) in order to generate the at least one first brake pressure and to control it to at least one brake pressure output (22, 25) of the pressure control unit (6).

6. Compressed air device according to one of claims 3 to 5, characterized in that it contains a brake control unit (31) with a second control or regulating electronics (32) and a third valve device (33), wherein in the second control or regulating electronics (32) the at least one control or regulating routine of the at least one braking function of the braking device of the motor vehicle is implemented in a redundant manner, and wherein the second control or regulating electronics (32) is designed and configured to control the third valve device (33) in order to control at least one second braking pressure at a braking pressure connection (34) of the brake control unit (31), wherein the at least one second braking pressure is a service brake pressure and / or parking brake pressure and / or trailer brake pressure.

7. Compressed air device according to claim 6, characterized in that a) in the event of a failure or error of the first control or regulating electronics (8) of the pressure regulating unit (6), the second control or regulating electronics (32) of the brake control unit (31) is designed and configured to carry out the at least one braking function and / or the pressure regulating function and / or to control the second valve device (21) in order to generate the at least one first braking pressure, and / or b) in the event of a failure or error of the second control or regulating electronics (32) of the brake control unit (31), the first control or regulating electronics (8) of the pressure regulating unit (6) is designed and configured to carry out the at least one braking function and / or to control the third valve device (33) in order to generate the at least one second braking pressure.

8. Compressed air device according to claim 7, characterized in that a communication device (41) is provided between the pressure control unit (6) and the brake control unit (31).

9. Compressed air device according to claim 8, characterized in that a) the pressure control unit (6) and the brake control unit (31) are designed and configured to carry out, with the aid of the communication device (41), external monitoring with regard to the functionality of the respective other unit (6, 31) and / or self-monitoring with regard to its own functionality, and that b) the pressure control unit (6) and the brake control unit (31) are designed and configured such that, in the event of an error or failure detected by the self-monitoring or the external monitoring b1), the unit (6, 31) affected by the error or failure is restricted in terms of its scope of functions or switched off, and / or that b2) the error or failure of the unit (6, 31) affected by the error or failure is reported to the respective other unit (6, 31) by means of the communication device (41) is notified by a failure or error signal, and that the other structural unit not affected by the error or failure is then designed and configured to carry out the at least one braking function in response to the failure or error signal.

10. Compressed air device according to one of claims 6 to 9, characterized in that in the brake control unit (31) a) a front axle pressure control module for a front axle is integrated, which is designed and configured to generate a regulated service brake pressure for pneumatic brake actuators (35) of the front axle, and / or b) a rear axle pressure control module for a rear axle is integrated, which is designed and configured to generate a regulated service brake pressure for pneumatic brake actuators (24) of the rear axle, and / or c) a trailer control module for controlling the brakes of the trailer is integrated, which is designed and configured to generate a trailer brake pressure for pneumatic brake actuators of the trailer.

11. Compressed air device according to one of claims 6 to 10, characterized in that a) the second valve device (21) is designed to be pneumatically controllable at a first backup pressure connection (42) of the pressure control unit (6) in order to generate the at least one first brake pressure depending on a backup pressure, wherein the first backup pressure connection (42) is connected to the brake pressure connection (34) of the brake control unit (31), and wherein the brake pressure output at the brake pressure connection (34) of the brake control unit (31) forms the backup pressure, and / or that b) the third valve device (33) of the brake control unit (31) is designed to be pneumatically controllable at a second backup pressure connection (44) in order to generate the brake pressure depending on a backup pressure, wherein the second backup pressure connection (44) of the brake control unit (31) is connected to the Brake pressure output (22) of the pressure control unit (6), and wherein the brake pressure output at the brake pressure output (22) of the pressure control unit (6) forms the backup pressure.

12. Compressed air device according to one of claims 6 to 11, characterized in that the pressure control unit (6) is supplied with electrical energy from a first electrical energy source which is independent of a second electrical energy source which supplies the brake control unit (31) with electrical energy.

13. Compressed air device according to one of the preceding claims, characterized in that a) the air dryer assembly (3) is provided with a first fastening device (16) which has first connection dimensions, b) the pressure control assembly (6) is provided with a second fastening device (20) which has second connection dimensions, wherein c) the first and second connection dimensions differ.

14. Compressed air device according to one of the preceding claims, characterized in that the compressor connection (10) a) is designed and configured on the air dryer assembly (3) to guide compressed air compressed by the compressor (9) into the air dryer assembly (3) in order to dry it there, or b) is designed and configured on the pressure regulating assembly (6) to guide compressed air compressed by the compressor (9) into the pressure regulating assembly (6), wherein the at least one pneumatic line (13) is designed to guide the compressed air from the pressure regulating assembly (6) into the air dryer assembly (3) in order to dry it there.

15. Compressed air device according to one of the preceding claims, characterized in that the at least one pneumatic line (13) a) comprises at least one first pneumatic line which is provided to supply compressed air from the air dryer assembly (3) into the pressure control assembly (6) and at least one second pneumatic line which is provided to conduct compressed air from the pressure control unit (6) into the air dryer unit (3), or that b) the at least one pneumatic line (13) is provided to conduct compressed air from the pressure control unit (6) into the air dryer unit (3) and from the air dryer unit (3) into the pressure control unit (6).

16. Compressed air device according to one of the preceding claims, characterized in that the first valve device (7) comprises at least one multi-circuit protection valve, wherein the first control and regulating electronics (8) also controls the first valve device (7) in the sense of a compressed air distribution function of the compressed air supplied via the compressor connection (10) to various compressed air circuits.

17. Motor vehicle with at least one compressed air consumer and a compressed air device (1) according to one of the preceding claims, wherein the compressed air supply device (2) supplies the at least one compressed air consumer with compressed air, and wherein the air dryer assembly (3) is arranged or fastened at a first position of the motor vehicle which differs from or is spatially separated from a second position of the motor vehicle at which the pressure control assembly (6) is arranged or fastened.

18. Motor vehicle according to claim 17, characterized in that the first position and the second position differ from first and second positions in which the air dryer assembly (3) and the pressure control assembly (6) are fastened directly opposite one another on different sides of a component of the motor vehicle.

19. Motor vehicle according to claim 17 or 18, characterized in that the air dryer assembly (3) attached to the first position of the motor vehicle points to an outside of the motor vehicle or is arranged on the outside.

20. Motor vehicle according to one of claims 17 to 19, characterized in that the first position and / or the second position is (are) located on a frame (18) of the motor vehicle.

21. Motor vehicle according to claim 20, characterized in that the second Position on a longitudinal member (19) of the frame (18) of the motor vehicle.

22. Motor vehicle according to claim 20 or 21, characterized in that the first position is located on a cross member (17) of the frame (18) of the motor vehicle.

23. Motor vehicle according to at least one of claims 17 to 22, characterized in that it is an at least partially autonomously controlled vehicle.

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