Electropneumatic brake system for a vehicle, in particular a utility vehicle, method, computer program and / or computer-readable medium, control device, and vehicle, in particular a utility vehicle

Abstract

The invention relates to an electropneumatic brake system (250') for a vehicle (200a), in particular a utility vehicle (200b), wherein the electropneumatic brake system (250') has a parking brake system (250) and a service brake system (250a); the electropneumatic brake system (250') has a controllable ventilation valve assembly (130) and a ventilation path (129) for pneumatically connecting the parking brake system (250) to the service brake system (250a); and the ventilation valve assembly (130) is designed to control a ventilation of the parking brake system (250) via the ventilation path (129) and via the service brake system (250a).

Description

[0001] Electropneumatic braking system for a vehicle, in particular commercial vehicle, method, computer program and / or computer-readable medium, control unit, vehicle, in particular commercial vehicle

[0002] The disclosure relates to an electropneumatic braking system for a vehicle, in particular a commercial vehicle, wherein the electropneumatic braking system comprises a parking brake system and a service brake system. The disclosure also relates to a method for operating an electropneumatic braking system, a computer program and / or computer-readable medium, a control unit for an electropneumatic braking system, and a vehicle, in particular a commercial vehicle, comprising a control unit and / or an electropneumatic braking system.

[0003] For modern vehicles, reducing noise emissions is becoming increasingly important with the increasing electrification of drive systems, especially for partially and / or exclusively electrically powered vehicles.

[0004] A source of noise can be a pneumatic system, and in particular an electropneumatic braking system. Such systems comprise a compressed air supply and / or a compressor that can apply air pressure to an inlet valve. The inlet valve is connected to the working volume of a pneumatic actuator, which discharges an air stream through an outlet valve upon and / or after actuation. Noise can arise, particularly during discharge or venting through the outlet valve. It is possible to throttle the discharge. However, throttling the discharge can influence the actuation of the actuator.

[0005] For example, an electro-pneumatic parking brake system can emit comparatively loud noises when a parking brake function is activated, i.e. when the parking brake is applied.

[0006] The document not published on the filing date of the present disclosure

[0007] Patent application DE 10 2023 104 841 .4 describes a valve arrangement for a pneumatic system of a vehicle, in particular a commercial vehicle, comprising: an outlet valve arrangement for venting the pneumatic system, a control unit for operating the valve arrangement for venting and bleeding a pneumatic actuator, wherein the control unit is configured to output a switching signal for switching the outlet valve arrangement to the outlet valve arrangement, and the outlet valve arrangement can be switched into a noise-reducing, first venting mode or a fast-venting, second venting mode based on the switching signal.

[0008] The disclosure is based on the object of enriching the prior art. One embodiment achieves the object of reducing the noise emission of an electropneumatic braking system with a parking brake system when the parking brake system is actuated.

[0009] This object is achieved by a method according to claim 1 and the subject matter according to the further independent claims. The subclaims specify preferred developments of the disclosure.

[0010] According to one aspect of the disclosure, an electropneumatic braking system for a vehicle, in particular a commercial vehicle, is provided, wherein the electropneumatic braking system comprises a parking brake system and a service brake system; the electropneumatic braking system comprises a controllable vent valve arrangement and a vent path for pneumatically connecting the parking brake system to the service brake system; and the vent valve arrangement is configured to control venting of the parking brake system via the vent path and via the service brake system.

[0011] It was recognized that noise can be reduced if the parking brake system is vented via the service brake system. For this purpose, the electropneumatic brake system features a venting path that allows the parking brake system to be vented via the service brake system. This allows the parking brake system to be fully or partially vented via the service brake system, or compressed air from the parking brake system can be transferred to the service brake system. In this way, little or no air is released into the environment, thus avoiding or reducing the associated noise emissions.

[0012] Depending on the initial situation in the service brake system, this allows compressed air to be initially released from the parking brake system with little or no direct venting to the environment. Furthermore, the compressed air transferred from the parking brake system to the service brake system can ensure that the vehicle is safely held at a standstill during a transition phase when the parking brake is applied.

[0013] Optionally, the bleed valve assembly is configured to bleed the parking brake system in two steps. It was recognized that the first of the two steps, transferring the compressed air from the parking brake system to the service brake system, requires a time determined by the pressure and / or volume flow. Once the transfer of compressed air is at least partially complete, the compressed air now distributed between the two systems can be released in a significantly quieter manner in a second of the two steps.

[0014] Optionally, the bleeder valve arrangement is configured to control the venting of the parking brake system in a first step via the service brake system and, in a second step, via an exhaust path of the parking brake system that is different from the venting path. The exhaust path is configured to release compressed air from the parking brake system directly and / or via a noise dampener into the environment, i.e. without the compressed air being redirected to the service brake system. After partial redirection, the compressed air can be vented into the environment both via the venting and optional noise dampening of the service brake system and via the exhaust path and optional noise dampening of the parking brake system in order to release the air at a reduced pressure and / or volume flow and thus with reduced noise. Optionally, the bleeder valve arrangement has a quick-release valve.For this purpose, a rear axle modulator and / or an actuator can, in particular, have a quick release valve or quick vent valve (QRV), or one or more quick release valves. The quick release valve(s) enable effective and selective connection of the parking brake system to the service brake system via the venting path.

[0015] Optionally, the bleeder valve assembly features a 3 / 2-way valve that can be controlled by the parking brake system. The 3 / 2-way valve is designed to control the venting of the parking brake system via the vent path. The 3 / 2-way valve controls the bleeder valve assembly.

[0016] Optionally, the parking brake system includes a spring-loaded actuator and a bleed port; the service brake system includes a service brake port; and the bleed valve assembly includes a solenoid valve connected between the bleed port and the service brake port. The solenoid valve is configured to control the bleed of the parking brake system via the bleed path. This selectively allows for a connection to be established between the bleed port and the service brake port for a first step in bleed- ing the parking brake system.

[0017] Optionally, the electropneumatic braking system includes a silencer device, and the parking brake system and / or the service brake system are configured to vent via the silencer device. This makes it possible to further reduce noise emissions when the compressed air is released into the environment by venting via the silencer device.

[0018] According to one aspect of the disclosure, a method for operating the electropneumatic braking system described above is provided, the method comprising: detecting an actuation signal for actuating the parking brake system; determining a control signal for controlling the vent valve assembly based on the actuation signal; and outputting the control signal. Optionally, the method comprises one or more of the optional and / or advantageous features described above with reference to the braking system in order to achieve an associated technical effect.

[0019] According to one aspect of the disclosure, a computer program and / or a computer-readable medium is provided. The computer program and / or the computer-readable medium comprise instructions that, when the program or instructions are executed by a control unit, cause the control unit to perform the method according to the disclosure and / or steps thereof. Optionally, the computer program and / or the computer-readable medium comprise instructions that, when the program or instructions are executed by a control unit, cause the control unit to perform the method steps described as advantageous or optional in order to achieve an associated technical effect.

[0020] According to one aspect of the disclosure, a control unit is provided for the electropneumatic braking system described above, wherein the control unit is configured to perform the method described above. Optionally, the control unit is configured to implement one or more of the features described as optional and / or advantageous with respect to the braking system and / or the method in order to achieve an associated technical effect.

[0021] According to one aspect of the disclosure, a vehicle, in particular a commercial vehicle, comprising the above-described control unit and / or the above-described electropneumatic braking system is provided. Optionally, the vehicle, in particular a commercial vehicle, is configured to implement one or more of the features described as optional and / or advantageous with respect to the braking system, the method, and / or the control unit in order to achieve an associated technical effect.

[0022] Further advantages and features of the disclosure, as well as their technical effects, emerge from the figures and the description of the preferred embodiments shown in the figures. Figure 1 shows a schematic representation of a vehicle, in particular a commercial vehicle, according to one aspect of the disclosure;

[0023] Fig. 2 is a schematic representation of an electropneumatic braking system according to one aspect of the disclosure;

[0024] Fig. 3 is a schematic representation of a vehicle, in particular a commercial vehicle, according to one aspect of the disclosure;

[0025] Fig. 4 is a schematic representation of a flow chart of a method according to one aspect of the disclosure; and

[0026] Fig. 5 is a schematic representation of a computer-readable medium according to one aspect of the disclosure.

[0027] Figure 1 shows a schematic representation of a vehicle 200a, in particular a commercial vehicle 200b, according to one aspect of the disclosure. The vehicle 200a, in particular a commercial vehicle 200b, is referred to below as vehicle 200a, 200b. The vehicle 200a, 200b is a land vehicle, in particular a towing vehicle of a multi-unit vehicle 200a, 200b. In another embodiment, the vehicle 200a, 200b can be a single-unit vehicle 200a, 200b and / or a trailer vehicle (not shown).

[0028] The vehicle 200a, 200b according to Figure 1 is configured to carry out the method 300 described with reference to Figure 4. For this purpose, the vehicle 200a, 200b according to Figure 1 has an electropneumatic braking system 250' with a control unit 220.

[0029] The electropneumatic braking system 250' has a parking brake system 250 and a service brake system 250a. The parking brake system 250 is configured to engage a parking brake, i.e., to activate a parking brake function 251, and to release the parking brake, i.e., to deactivate a parking brake function 251. The service brake system 250a is configured to apply a braking torque to decelerate the vehicle 200a, 200b to one or more wheels 201 of the vehicle 200a, 200b. The vehicle 200a, 200b has a brake value sensor 234.The brake signal transmitter 234 can, for example, comprise a brake pedal with a valve base to convert a driver-side braking request into a signal for operating the electropneumatic service braking system 250a and / or to convert a braking request transmitted by an automated driving function 230 into a signal for operating the electropneumatic service braking system 250a. The brake signal transmitter 234 is communicatively connected to the control unit 220 to transmit the braking request to the control unit 220.

[0030] The vehicle 200a, 200b has a front axle modulator 215. The front axle modulator 215 (FAM) is configured to operate components of the electropneumatic service brake system 250a relating to a front axle of the vehicle 200a, 200b. The front axle modulator 215 is communicatively connected to the brake value transmitter 234 and to the control unit 220 in order to receive a braking signal corresponding to the braking request.

[0031] The vehicle 200a, 200b has a rear axle modulator (RAM) 216 and a parking brake module 217, with the control unit 220 being configured as the rear axle modulator 216. The rear axle modulator 216 is configured to operate components of the service brake system 250a relating to the rear axles of the vehicle 200a, 200b. The parking brake module 217 is configured to operate the electropneumatic parking brake system 250. The parking brake module 217 is connected via the control unit 220 to the brake value transmitter 234 in order to receive a signal corresponding to the braking request for actuating the service brake system 250a.

[0032] The parking brake module 217 is configured to control the parking brake function 251 of the parking brake system 250. In particular, the parking brake module 217 is configured to activate the parking brake function 251 of the parking brake system or to engage a parking brake. The parking brake function 251 enables the vehicle 200a, 200b to be held stationary. The front axle modulator 215 and the parking brake module 217 are communicatively connected to the control unit 220 and the rear axle modulator 216, respectively, and are configured to sense a pressure P relating to the braking system 250' and transmit it to the control unit 220.

[0033] To actuate the parking brake system 250 and to control the parking brake function 251, the vehicle 200a, 200b has a parking brake switch 235. The parking brake switch 235 can be designed, for example, as a parking brake actuation button or a parking brake rocker switch.

[0034] The parking brake switch 235 is a user interface at which a user and / or driver of the vehicle 200a, 200b can perform a user input 254 to actuate the parking brake system 250. The parking brake switch 235 and the control unit 220, or the rear axle modulator 216, are each communicatively connected to the parking brake module 217 to transmit the user input 254 to the parking brake module 217.

[0035] The vehicle 200a, 200b includes two compressed air supplies 210. The compressed air supplies 210 are each configured to provide compressed air for operating the parking brake system 250 and the service brake system 250a. For this purpose, the compressed air supplies 210 are each configured to compress air and / or store compressed air. The compressed air supplies 210 are pneumatically connected to actuators 205 via the front axle modulator 215, the rear axle modulator 216, and / or the parking brake module 217.

[0036] The vehicle 200a, 200b, or the parking brake system 250 and the service brake system 250a, has a plurality of actuators 205. Each of the actuators 205 can be pressurized with air from the compressed air supply 210 and can thus be ventilated to achieve a braking effect.

[0037] The electropneumatic brake system 250' comprises a controllable vent valve assembly 130, in particular one vent valve assembly 130 per wheel brake. The vent valve assembly 130 is configured to vent, i.e., release air, a working volume (not indexed) of one of the actuators 205 and thus the parking brake system 250 or the service brake system 250a.

[0038] The electropneumatic braking system 250' has one ABS valve 206 per actuator 205 as a quick-release valve. Each of the ABS valves 206 is connected to an actuator 205. Each of the actuators 205 is configured to brake a wheel 201 or a pair of wheels 201 of the vehicle 200a, 200b. The vehicle 200a, 200b includes two silencer devices 285 (see schematic diagram in Figure 2), and the ABS valves 206 are configured to vent via the silencer device 285.

[0039] The electropneumatic brake system 250' has a vent path 129 (see Figures 2 and 3) for pneumatically connecting the parking brake system 250 to the service brake system 250a. The vent valve assembly 130 is configured to control venting of the parking brake system 250 via the vent path 129 and via the service brake system 250a. Compressed air can be transferred from the parking brake system 250 to the service brake system 250a via the vent path 129 to be released through the service brake system 250a. The vent valve assembly 130 is configured to perform the venting of the parking brake system 250 in two steps S1, S2.The vent valve assembly 130 is thus configured to control the venting of the parking brake system 250 in a first step S1 via the service brake system 250a and, in a second step S2, via an exhaust path 131 of the parking brake system 250 that is different from the vent path 129. The venting according to the two steps S1, S2 is described in more detail with reference to Figure 2.

[0040] The vehicle 200a, 200b each has wheel speed sensors 202 that are communicatively connected to the control unit 220. The wheel speed sensors 202 are each configured to detect the speed or rotational speed of one or more of the wheels 201 and transmit it to the control unit 220. The control unit 220 can process the detected speeds or rotational speeds and, based on them, initiate an automated driving function 230. The vehicle 200a, 200b has a vehicle bus 232, for example a CAN bus, that is configured to communicatively connect components of the vehicle 200a, 200b. For example, information relating to an automated driving function 230 can be transmitted from or to the control unit 220 and / or the rear axle modulator 216 via the vehicle bus 232, as schematically illustrated by a dashed line.

[0041] To provide electrical energy for the electropneumatic parking brake system 250 and the electropneumatic service brake system 250a, the vehicle 200a, 200b has a power supply 233. The power supply 233 is, for example, an electrochemical energy storage device and is electronically connected to the control unit 220. The control unit 220 can provide the electrical energy for components of the parking brake system 250 and the service brake system 250a.

[0042] The vehicle 200a, 200b has a trailer control module 221. The trailer control module 221 is configured to communicatively connect the vehicle 200a, 200b to a trailer (not shown). The trailer control module 221 is communicatively connected to the control unit 220. The control unit 220 can transmit information relating to the braking of the vehicle 200a, 200b to the trailer control module 221 or, via the trailer control module 221, to the trailer, for example, a braking request and / or a signal for controlling the lighting system of the trailer.

[0043] Figure 2 shows a schematic representation of an electropneumatic braking system 250' according to one aspect of the disclosure. The electropneumatic braking system 250' according to Figure 2 is an electropneumatic braking system 250' for a vehicle 200a, in particular a commercial vehicle 200b. Such a vehicle 200a, 200b and such an electropneumatic braking system 250' are described with reference to Figure 1. Figure 2 is described with reference to Figure 1. Figure 2 shows a possible embodiment of the electropneumatic braking system 250', in which a pneumatic connection between the service braking system 250a and the parking braking system 250 is provided via a vent path 129 designed as a bypass. The parking brake system 250 is vented via a vent valve arrangement 130 and in particular via the rear axle modulator 216 and intermediate quick-release valves 132.

[0044] The parking brake system 250 includes a 3 / 2-way valve 275, a 2 / 2-way valve 276, a second 3 / 2-way valve 277, and the parking brake module 217, each of which is electronically controllable by the parking brake module 217. The parking brake module 217 includes a signal interface 293 for receiving an actuation signal 290 for activating the parking brake function 251 and for detecting a pressure P relating to the parking brake system 250. The actuation signal 290 can, for example, be a signal from the parking brake switch 235 (see Figure 1).

[0045] The second 3 / 2-way valve 277 is pneumatically connected via a ??? of the parking brake system 250 to the 2 / 2-way valve 276 of the parking brake system 250, wherein the 2 / 2-way valve 276 is designed as a normally open 2 / 2-way valve 276.

[0046] The 2 / 2-way valve 276 is also pneumatically connected to the 3 / 2-way valve 275, via which the venting of the parking brake system 250 can be controlled. The 3 / 2-way valve 275 is included in the vent valve assembly 130. The 3 / 2-way valve 275 is controllable via the parking brake module 217 and has an exhaust path 131 that opens into a silencer device 285.

[0047] The 3 / 2-way valve 275 is configured to selectively discharge compressed air via the exhaust path 131 into the silencer device 285 or to redirect compressed air via the vent path 129 into the service brake system 250a or to vent it into the service brake. The mode switching between venting into the service brake system 250a and venting into the environment via the exhaust path 131 is performed via the 3 / 2-way valve 275 in the parking brake system 250. The service brake system 250' includes the rear axle modulator 216, embodied as a control unit 220. The rear axle modulator 216 has two signal interfaces 293, via which the rear axle modulator 216 can be redundantly supplied with an actuation signal 290 through a first signal path 291 and a second signal path 292, and via which a pressure P relating to the service brake system 250a can be detected. The actuation signal 290 can, for example, be a signal from the brake value transmitter 234 (see Figure 1).

[0048] Corresponding to the redundant design of the signal paths 291, 292, the service brake system 250a has a redundantly designed valve arrangement 279. The valve arrangement 279 comprises two normally open 2 / 2-way valves 276, a normally closed second 2 / 2-way valve 278, and a normally closed third 2 / 2-way valve 278'. The respective normally open 2 / 2-way valve 276 can be pressurized with air and is pneumatically connected to the second 2 / 2-way valve 278 and the third 2 / 2-way valve 278'. The respective third 2 / 2-way valve 278' is configured to vent the service brake system 250a via a silencer device 285.

[0049] The parking brake system 250 includes two quick-release valves 132 as part of the vent valve assembly 130 and the service brake system 250a are pneumatically connectable via the vent valve assembly 130 and in particular the vent path 129. Compressed air from the parking brake system 250 can be transferred to the service brake system 250a via the vent valve assembly 130 and vented via the service brake system 250a.

[0050] The vent valve arrangement 130 is configured to vent the parking brake system 250 in two steps S1, S2. The vent valve arrangement 130 is thus configured to control the venting of the parking brake system 250 in a first step S1 via the service brake system 250a and, in a second step S2, via an exhaust path 131 of the parking brake system 250 that is different from the vent path 129. For this purpose, in the first step S1, the 3 / 2-way valve 275 of the parking brake system 250 can be controlled such that compressed air at a pressure P is transferred via the vent path 129 into the service brake system 250a. In the second step S2, after the pressure P in the parking brake system 250 has dropped, the 3 / 2 valve 275 of the parking brake system 250 can be controlled such that compressed air is discharged to the atmosphere via the discharge path 131 and the muffler device 285.In addition, the service brake system 250a can be controlled such that the air transferred from the parking brake system 250 to the service brake system 250a is discharged via the second exhaust path 131' and the silencer device 285.

[0051] Figure 3 shows a schematic representation of a vehicle 200a, in particular a commercial vehicle 200b, according to one aspect of the disclosure. Figure 3 is an alternative embodiment of the vehicle 200a, 200b according to Figure 1. Figure 3 is described with reference to Figures 1 and 2, describing the differences between the embodiments according to Figures 1 and 2 and Figure 3.

[0052] Figure 3 shows a vehicle 200a, 200b in which the vehicle 200a, 200b has two solenoid valves 133 (SV) encompassed by the vent valve arrangement 130. The solenoid valves 133 are communicatively connected to the parking brake module 217 in order to be able to receive a signal from the parking brake module 217 for controlling the solenoid valves 133.

[0053] The parking brake system 250 has a spring-loaded actuator 280 with a vent port 281 for each actuator 205, and the service brake system 250a has a service brake port 256 on the ABS valves 206. The solenoid valves 133 are pneumatically connected between the vent port 281 and the service brake port 256.

[0054] The solenoid valves 133 are configured to establish a connection between the vent port 281 and the service brake port 256 for the first step S1 of venting the parking brake system 250. Compressed air can then be transferred from the spring accumulators 280 of the parking brake system 250 to the service brake system 250a. Further venting can be carried out as described with reference to Figures 1 and 2. Figure 4 shows a schematic representation of a flowchart of a method 300 according to one aspect of the disclosure. The method 300 according to Figure 4 is a method 300 for operating an electropneumatic brake system 250'. Such a brake system is described with reference to Figures 1 to 3. Figure 4 is described with reference to Figures 1 to 3.

[0055] The method 300 according to Figure 4 comprises: detecting 310 an actuation signal 290 for actuating the parking brake system 250.

[0056] The method 300 includes: determining 320 a control signal 291 for controlling the vent valve assembly 130 based on the actuation signal 290.

[0057] The method 300 comprises: outputting 330 the control signal 291.

[0058] Figure 5 shows a schematic representation of a computer-readable medium 400 according to one aspect of the disclosure. The computer-readable medium 400 includes instructions (not shown) that, when the program or instructions are executed by a control unit 220, cause the control unit 220 to perform the method 300 and / or the steps of the method 300 according to Figure 4.

[0059] The instructions can be present as program code in any code or language, in particular in code suitable for motor vehicle control systems. The computer-readable medium 400 can be or comprise any digital data storage device, such as a USB stick, a hard drive, a CD-ROM, an SD card, or an SSD card. The computer program does not necessarily have to be stored on such a computer-readable storage medium, but can also be accessible via the Internet or otherwise. Reference symbol (part of the description)

[0060] 130 vent valve arrangement

[0061] 131 Ejection path

[0062] 131 ' second ejection path

[0063] 132 Quick release valve

[0064] 133 Solenoid valve

[0065] 201 bike

[0066] 202 Wheel speedometer

[0067] 205 Actuator

[0068] 206 ABS valve

[0069] 210 compressed air supply

[0070] 215 front axle modulator

[0071] 216 Rear axle modulator

[0072] 217 Parking brake module

[0073] 220 control unit

[0074] 221 Trailer control module

[0075] 222 valve control module

[0076] 230 automated driving function

[0077] 232 vehicle bus

[0078] 233 Energy supply

[0079] 234 brake value sensor

[0080] 235 Parking brake switch

[0081] 250' electropneumatic braking system

[0082] 250 electropneumatic parking brake system

[0083] 250a electropneumatic service brake system

[0084] 251 Parking brake function

[0085] 253 parameters

[0086] 254 User input

[0087] 255 binary request signal

[0088] 256 Service brake connection

[0089] 260 compressed air inlet

[0090] 265 Main connection

[0091] 270 Holding valve 75 3 / 2-way valve 76 2 / 2-way valve, NO (normally open) 77 Second 3 / 2-way valve 78 Second 2 / 2-way valve, NC (normally closed) 78 Third 2 / 2-way valve, NC (normally closed) 79 Valve arrangement 80 Spring actuator 81 Vent connection 85 Silencer device 90 Actuation signal 91 Control signal 92 First signal path 92 Second signal path 93 Signal interface 00 Procedure 10 Acquisition

[0092] 320 Determine

[0093] 330 Issues

[0094] 400 computer-readable medium

[0095] S1 first step

[0096] S2 second step

[0097] P pressure

Claims

Patent claims 1 . Electropneumatic braking system (250') for a vehicle (200a), in particular a commercial vehicle (200b), wherein - the electropneumatic braking system (250') comprises a parking braking system (250) and a service braking system (250a); - the electropneumatic brake system (250') has a controllable vent valve arrangement (130) and a vent path (129) for pneumatically connecting the parking brake system (250) to the service brake system (250a); and - the vent valve arrangement (130) is configured to control venting of the parking brake system (250) via the vent path (129) and via the service brake system (250a).

2. Electropneumatic brake system (250') according to claim 1, wherein the vent valve arrangement (130) is configured to carry out the venting of the parking brake system (250) in two steps (S1, S2).

3. Electropneumatic brake system (250') according to claim 2, wherein the vent valve arrangement (130) is configured to control the venting of the parking brake system (250) in a first step (S1) via the service brake system (250a) and to control it in a second step (S2) via an exhaust path (131) of the parking brake system (250) that is different from the vent path (129).

4. Electropneumatic braking system (250') according to one of the preceding claims, wherein the vent valve arrangement (130) comprises a quick release valve (132).

5. Electropneumatic brake system (250') according to one of the preceding claims, wherein the vent valve arrangement (130) has a 3 / 2 valve (275) controllable by the parking brake system (250).

6. Electropneumatic braking system (250') according to one of the preceding claims, wherein - the parking brake system (250) has a spring accumulator (280) and a vent connection (281); - the service brake system (250a) has a service brake connection (256); and - the vent valve arrangement (130) has a solenoid valve (133) connected between the vent connection (281) and the service brake connection (256).

7. Electropneumatic braking system (250') according to one of the preceding claims, wherein - the electropneumatic braking system (250') has a silencer device (285), and - the parking brake system (250) and / or the service brake system (250a) are designed to vent via the silencer device (285).

8. A method (300) for operating an electropneumatic braking system (250') according to any one of the preceding claims, wherein the method (300) comprises: - detecting (310) an actuation signal (290) for actuating the parking brake system (250); - determining (320) a control signal (291) for controlling the vent valve arrangement (130) based on the actuation signal (290); and - outputting (330) the control signal (291).

9. Computer program and / or computer-readable medium comprising instructions which, when the program or instructions are executed by a control device (220), cause the control device (220) to carry out the method (300) and / or the steps of the method (300) according to claim 8.

10. Control unit (220) for an electropneumatic braking system (250') according to one of the preceding claims, wherein the control unit (220) is configured to carry out the method (300) and / or the steps of the method (300) according to claim 8.

11. Vehicle (200a), in particular commercial vehicle (200b), comprising a control unit (220) according to claim 10 and / or an electropneumatic braking system (250) according to one of claims 1 to 7.

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