Method for operating a valve assembly in order to activate an electropneumatic parking brake function at a standstill

Abstract

The invention relates to a method (300) for operating a valve assembly (100) in order to activate a parking brake function (251) at a standstill (256) for an electropneumatic parking brake system (250) of a vehicle (200a), in particular a utility vehicle (200b). The valve assembly (100) has an outlet valve assembly (110) and a pilot control assembly (115) which can be controlled using a pilot control signal (126), and the valve assembly (100) can be switched to a noise-reducing first ventilation mode (M1) or a quick-ventilation second ventilation mode (M2) using a switch signal (125). The method (300) has the steps of: detecting (310) trigger information (252); determining (320), using the trigger information (252), the switch signal (125) and, for the first ventilation mode (M1), the pilot control signal (126); and outputting (330) the switch signal (125) to the outlet valve assembly (110) and, for the first ventilation mode (M1), the pilot control signal (126) to the pilot control assembly (115).

Description

[0001] Method for operating a valve arrangement for activating an electro-pneumatic parking brake function at standstill

[0002] The disclosure relates to a method for operating a valve arrangement for activating a parking brake function at standstill for an electropneumatic parking brake system of a vehicle, in particular a commercial vehicle. The disclosure also relates to a computer program and / or computer-readable medium, a control unit for an electropneumatic parking brake system of a vehicle, in particular a commercial vehicle, an electropneumatic parking brake system for a vehicle, in particular a commercial vehicle, comprising a control unit, and a vehicle, in particular a commercial vehicle.

[0003] For modern vehicles, reducing noise emissions is becoming increasingly important with the increasing electrification of drive systems, especially for partially and / or exclusively electric vehicles. This is especially important when the vehicle is stationary, as driving noise is typically minimal when stationary, and vehicle-related noise can therefore be particularly noticeable.

[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 electropneumatic parking brake system can emit comparatively loud noises when a parking brake function is activated, i.e., when the parking brake is engaged. Patent application DE 10 2023 104 841 .4, which was not published on the filing date of the present disclosure, 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 inflating and deflating 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.

[0006] The disclosure is therefore based on the object of enriching the prior art. One embodiment achieves the object of reducing noise emissions during venting when engaging a pneumatic parking brake.

[0007] 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.

[0008] According to one aspect of the disclosure, a method is provided for operating a valve arrangement for activating a parking brake function when stationary for an electropneumatic parking brake system of a vehicle, in particular a commercial vehicle, wherein the valve arrangement has an outlet valve arrangement and a pilot control arrangement controllable by means of a pilot control signal, and the valve arrangement can be switched by means of a switching signal into a noise-reducing, first venting mode or a fast-venting, second venting mode, and wherein the method comprises: detecting trigger information; determining, based on the trigger information, the switching signal and, for the first venting mode, the pilot control signal; and outputting the switching signal to the outlet valve arrangement and, for the first venting mode, the pilot control signal to the pilot control arrangement.The disclosure is based on the fact that noise-damping measures in the exhaust valve arrangement or in a venting part are generally often accompanied by a reduction or limitation of venting gradients. This throttles the venting. However, since high gradients for venting, i.e., rapid venting, are not always absolutely necessary, it is provided that the venting mode can be switched based on the switching signal in order to operate the exhaust valve arrangement in a noise-reducing manner in the first venting mode or in a rapid venting mode in the second venting mode.

[0009] In other words, the disclosure provides for venting of the electropneumatic parking brake system selectively in the noise-reducing, first venting mode or the fast-venting, second venting mode. Activating the parking brake function, i.e., engaging the parking brake, particularly when the vehicle, in particular a commercial vehicle, is stationary, is carried out either in a noise-reducing or time-optimized or gradient-optimized manner depending on the trigger information. To operate the pilot control arrangement in the first venting mode, the pilot control signal can also be determined based on the trigger information. The switching signal can be output to the outlet valve arrangement to perform venting in the first venting mode or the second venting mode. During venting in the first venting mode, the pilot control signal can also be output to a pilot control arrangement.In the second venting mode, the pilot signal may be dispensable.

[0010] This allows the operation of an electropneumatic parking brake system that is designed to switch between noise-reducing venting and rapid or gradient-optimized venting. The corresponding mode is activated by the switching signal output by the control unit, which can be determined based on the trigger information. The trigger information can reflect a particular vehicle situation and / or the urgency or criticality of the respective venting in order to initiate venting through the exhaust valve arrangement accordingly.

[0011] Optionally, the pilot control signal has a pressure- and / or time-dependent venting profile. In the noise-reducing, first venting mode, upon activation of the parking brake function, a pilot control pressure can be modulated by the pilot control arrangement via a preselected venting profile in order to vent the parking brake system, instead of venting as quickly as possible by simply switching the outlet valve. The venting profile can define the control of the pilot control valve as a function of pressure and / or time. The venting profile can be constant over time. Alternatively or additionally, the pilot control signal is configured to regulate a predetermined volume flow. For this purpose, the pilot control signal can define a particularly pressure-dependent venting cross-section for venting.The venting cross-section of a valve in the valve arrangement defines the volume flow that can be output from the parking brake system and is therefore adjustable.

[0012] Optionally, the method includes: detecting vehicle- and / or environment-related parameters; and adjusting the pilot control signal taking these parameters into account. This allows, in particular, the venting profile to be parameterized to adapt to the respective vehicle configuration and / or driving situation. Furthermore, the venting profile can also be influenced by environmental conditions such as an uphill or downhill gradient on which the vehicle is to be parked. Based on these parameters, it can be estimated to what extent noise reduction and / or the fastest possible activation of the parking brake function is required.

[0013] Optionally, the pilot control signal can be configured to control a smaller volume flow of the pilot control arrangement at higher pressure than at lower pressure. At higher pressures, venting can initially occur on a spring-loaded actuator with a comparatively small volume flow or with a correspondingly small venting cross-section. However, as the pressure in the spring-loaded actuator decreases, a larger volume flow or a correspondingly larger venting cross-section can be applied. This can achieve particularly effective noise reduction, since noise emissions result primarily from the volume flow at comparatively high pressures.

[0014] Optionally, the pilot control signal defines a pulsed actuation of the pilot control arrangement. In particular for the noise-reducing, first venting mode, the pilot control signal can define the pulsed actuation of the pilot control arrangement. Pulsed actuation refers to a time-modulated or alternating and / or periodic actuation of the pilot control arrangement. The venting cross-section can be changed over time according to the actuation and, in particular, can become alternately larger and smaller. Pulsed actuation can achieve a balance between noise reduction and the demand for venting the parking brake system. For this purpose, the valve arrangement is optionally configured to fully open a venting path in the second venting mode and / or to partially, temporarily and / or pulse-open the venting path in the first venting mode.

[0015] The method optionally comprises outputting a service brake signal for the temporary operation of an electropneumatic service brake system. It has been recognized that, particularly in the noise-reducing, first venting mode, when the parking brake function is activated, the service brake can initially be activated in order to bridge a transition from a deactivated parking brake function or a released position to an activated parking brake function or the engaged position of the parking brake. This makes it possible to hold the vehicle securely after a request to activate the parking brake function, even for a transitional period or engagement period that may be extended due to venting in the first venting mode, while simultaneously reducing noise emissions.

[0016] Optionally, the capture of trigger information includes a user input. A user or driver of the vehicle can enter the user input via a control element or user interface. The user input is an example of the trigger information needed to switch between the noise-reducing first venting mode and the fast-venting second venting mode.

[0017] Optionally, the parking brake function can be activated by a binary request signal. It was recognized that the parking brake function is typically intended to be activated to keep the vehicle stationary. Therefore, a binary request signal for activating and / or deactivating the parking brake is sufficient to enable a well-defined request for the parking brake system to be applied.

[0018] 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.

[0019] According to one aspect of the disclosure, a control unit for an electropneumatic parking brake system of a vehicle, in particular a commercial vehicle, is provided with a valve arrangement. The valve arrangement has an outlet valve arrangement and a pilot control arrangement controllable by means of a pilot control signal, and the valve arrangement can be switched to a noise-reducing, first venting mode or a fast-venting, second venting mode by means of a switching signal. The control unit is configured to carry out 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 reference to the method in order to achieve an associated technical effect.According to one aspect of the disclosure, an electropneumatic parking brake system for a vehicle, in particular a commercial vehicle, is provided, wherein the vehicle, in particular a commercial vehicle, comprises the above-described control unit and a valve arrangement with an outlet valve arrangement and a pilot control arrangement controllable by means of a pilot control signal, wherein the valve arrangement can be switched to a noise-reducing, first venting mode or a fast-venting, second venting mode by means of a switching signal. Optionally, the electropneumatic parking brake system is configured to implement one or more of the features described as optional and / or advantageous with reference to the method in order to achieve an associated technical effect.

[0020] 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 parking brake 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 reference to the method in order to achieve an associated technical effect.

[0021] 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.

[0022] Fig. 1 is 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 a valve arrangement of an electropneumatic parking brake system according to one aspect of the disclosure;

[0024] Fig. 3 is a schematic representation of a flow chart of a method according to one aspect of the disclosure; and

[0025] Fig. 4 shows a schematic representation of a computer-readable medium according to one aspect of the disclosure. 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).

[0026] The vehicle 200a, 200b according to Figure 1 is configured to perform the method 300 described with reference to Figure 3. For this purpose, the vehicle 200a, 200b according to Figure 1 has an electropneumatic parking brake system 250 with a control unit 220 (see Figure 2) and a valve arrangement 100. The control unit 220 and the valve arrangement 100 are also described with reference to Figure 2.

[0027] The vehicle 200a, 200b according to Figure 1 has an electropneumatic service brake system 250a and a brake signal transmitter 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 brake system 250a and / or to convert a braking request mediated by an automated driving function 230 into a signal for operating the electropneumatic service brake 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.

[0028] 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 and a corresponding exhaust valve arrangement 110 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. The vehicle 200a, 200b has a rear axle modulator 216 (RAM) 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 to the brake signal transmitter 234 via the control unit 220 in order to receive a signal corresponding to the braking request for actuating the service brake system 250a.

[0029] 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, in particular when the vehicle 200a, 200b is stationary 256. The parking brake function 251 enables the vehicle 200a, 200b to be held stationary 256.

[0030] 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, P+, P- relating to the brake system 250' and to transmit it to the control unit 220.

[0031] 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. 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 235 to actuate the parking brake system 250. The user input 235 can also include trigger information 252 for actuating 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 rear axle modulator 216 in order to transmit the user input 235 or the trigger information 252 to the parking brake module 217.In another embodiment (not shown), the parking brake switch 235 is directly communicatively connected to the control unit 220 in order to transmit the user input 235 or the trigger information 252 to the control unit 220.

[0032] 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.

[0033] 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. To control the ventilating, the valve arrangement 100 has inlet valves (not shown).

[0034] The valve arrangement 100 includes an exhaust valve arrangement 110. The exhaust valve arrangement 110 is configured to vent, i.e., release air, from a working volume (not indicated) of one of the actuators 205 and thus the parking brake system 250 or the service brake system 250a. Thus, the valve arrangement 100 is configured to supply and vent the working volume of the actuators 205.

[0035] The control unit 220 is configured to detect the trigger information 252 or the user input 254 and to process it to control the parking brake function 251. For this purpose, the control unit 220 can be communicatively connected to the rear axle modulator 216 via the vehicle bus 232, as illustrated by a dashed line. The parking brake function 251 can be activated by a binary request signal 255. The binary request signal 255 can thus define whether the parking brake function 251 is activated or deactivated. The request signal 255 relates to the user input 254 or an automated driving function 230, which can include trigger information 252. The automated driving function 230 or a signal relating to the automated driving function can be transmitted to the control unit 220 and / or the rear axle modulator 216 via the vehicle bus 232.

[0036] The control unit 220 is configured to detect vehicle- and / or environment-related parameters 253. For this purpose, the vehicle 200a, 200b has sensors (not shown) for detecting one or more such parameters 253. The sensors are connected to the control unit 220 via the vehicle bus 233 in order to transmit the parameters 253 to the control unit 200 and / or to transmit sensor data to the control unit 220, which can determine the parameters 253 through data processing. One such parameter 253 is, for example, an inclination of the vehicle 200a, 200b. For this purpose, the vehicle 200a, 200b has an inclination or position sensor (not shown) configured to detect the inclination and transmit it to the control unit 220.

[0037] The control unit 220 is configured to determine a switching signal 125 based on the trigger information 252. The exhaust valve assemblies 110 can each be switched to a noise-reducing, first venting mode M1 or a fast-venting, second venting mode M2 ​​based on the switching signal 125. The control unit 120 is configured to output the switching signal 125 taking into account the vehicle- and / or environment-related parameter 253. According to the switching signal 120, the exhaust valve assemblies 110 can thus be switched to the first venting mode M1 or the second venting mode M2, whereby cross-fading between the modes is also possible.

[0038] The control unit 220 is configured to determine a pilot control signal 126 for the first venting mode M1 based on the trigger information 252. According to the pilot control signal 126, the venting via the exhaust valve arrangement 110 can be controlled in the first venting mode M1. The pilot control signal 126 defines the mode of operation of the exhaust valve arrangement 110 in the first venting mode M1. The pilot control signal 126 has a venting profile 127 dependent on the pressure P and / or a time t. The venting profile 127 determines a venting cross-section of a venting path 129 of the valve arrangement 100 (see also Figure 2). The venting cross-section of the venting path 129 defines a volume flow JV that can be output via the venting path 129.Thus, the venting cross-section of the venting path 129 defines the venting, in particular of the parking brake system 250, and thus the noise emission due to the venting of the parking brake system 250. The pilot control signal 126 is configured to control a smaller volume flow JV of the pilot control arrangement 115 at a higher pressure P+ than at a lower pressure P- (see also Figure 2). The volume flow JV is measurable, and the pilot control signal 126 can be configured to regulate a predetermined volume flow JV. The predetermined volume flow JV can be determined based on the expected noise emission and can optionally be time-dependent.

[0039] The pilot control signal 126 defines a pulsed control of the pilot control arrangement 115. This allows a pulsed change in the venting cross-section of the venting path 129 to be defined in order to achieve a medium volume flow JV and a corresponding noise emission. The pulsed control can define a temporary, for example, alternating full or partial, opening and closing of the venting path 129.

[0040] The control unit 220 is configured to adapt the pilot control signal 126 taking into account the parameters 253.

[0041] The control unit 220 is configured to output the switching signal 125 to the exhaust valve arrangement 110. Furthermore, the control unit 22 is configured to output the pilot control signal 126 to the pilot control arrangement 115 for the first venting mode M1. For this purpose, the control unit 220 can transmit the switching signal 125, the pilot control signal 126, and the venting profile 127 to the rear axle modulator 216, which uses the latter to control the exhaust valve arrangement 110. The control unit 220 is configured to output a service brake signal 128 for the time-limited operation of an electropneumatic service brake system 250a. Therefore, a request to activate the parking brake function 251 for pressure control by the service brake system 250a can be transmitted from the parking brake system 250 to the service brake system 250a.The pressure P to be applied by the service brake system 250a can be parameterized and thus adapted to a particular vehicle configuration and / or environmental conditions. Furthermore, the pressure P of the service brake system 250a can also be reduced as the pressure P of the parking brake system 250 decreases, depending on the pressure P of the parking brake system 250 or the resulting parking brake force.

[0042] The parking brake switch 235 can, for example, be designed as a parking brake actuation button or a parking brake rocker. As an example of a user input 235 or a trigger information 252, a brief actuation of the parking brake switch 235 is recorded as a trigger for a noise-optimized engagement of the parking brake, i.e. for an activation of the parking brake function 251 of the parking brake system 250 in the first venting mode M1, and a longer and / or continuous actuation of the parking brake switch 235 is recorded as a trigger for a gradient-optimized or time-optimized engagement of the parking brake, i.e. for an activation of the parking brake function 251 of the parking brake system 250 in the second venting mode M2. Alternatively or additionally, the gradient-optimized orTime-optimized engagement of the parking brake can also only occur for the duration of a continuous actuation of the parking brake switch 235 and revert to the noise-optimized operating mode when the parking brake switch 235 is released. The continuous actuation is achieved, for example, after a parameterized waiting time of approximately 1 s.

[0043] The valve arrangement 100 comprises one outlet valve device 110 each, in particular one outlet valve device 110 per wheel brake.

[0044] The exhaust valve arrangement 110 has one ABS valve 206 per actuator 205 as a quick-venting 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 ABS valves 206 are configured to operate as a fallback in the second venting mode M2. The vehicle 200a, 200b includes two silencer devices (not shown), and the ABS valves 206 are configured to vent via the silencer device in the first venting mode M1.

[0045] 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.

[0046] 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.

[0047] 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, for example a braking request and / or a signal for controlling the lighting system of the trailer, to the trailer control module 221 or, via the trailer control module 221, to the trailer. Figure 2 shows a schematic representation of a valve arrangement 100 of an electropneumatic parking brake system 250 according to one aspect of the disclosure. Such a parking brake system 250 and such a valve arrangement 100 are described with reference to Figure 1. Figure 2 is described with reference to Figure 1.

[0048] The valve assembly 100 is shown only schematically with a valve control module 222 and one of the exhaust valve devices 110. The valve control module 222 is communicatively connected, for example, to the control unit 220 and / or the rear axle modulator 216 to control the switching signal 125, the pilot control signal 126, and the venting profile 127, and accordingly the valve assembly or the exhaust valve assembly 110.

[0049] The valve assembly 100 can be pneumatically supplied with compressed air via a compressed air inlet 260. The compressed air inlet 260 is configured to supply the working volume of the actuator 205 with air from the compressed air supply 210, thus ventilating it. For this purpose, the valve assembly 100 has a main connection 265, which is pneumatically connected to the actuator 205.

[0050] The valve arrangement 100 or the outlet valve devices 110 has a venting path 129. The valve arrangement 100 is configured to fully open the venting path 129 in the second venting mode M2 ​​and / or to partially, temporarily, and / or in a pulsed manner in the first venting mode M1. Fully opening the venting path 129 means providing a maximum venting cross-section. The volume flow JV and thus also the noise emission are at a maximum. Partially opening the venting path 129 means providing a reduced venting cross-section. The volume flow JV and thus also the noise emission are reduced.

[0051] The outlet valve device 110 has a holding valve 270 or a 2 / 2-way holding valve and a bistable 3 / 2-way valve. In order to pulse the outlet valve device 110 or the valve arrangement 100, the holding valve 270 can be pulsed, i.e., alternately opened and closed, by means of a pulsed control. For the time-optimized engagement of the parking brake, i.e., the second venting mode M2, the bistable 3 / 2-way valve 275 is switched to the venting position and vented with the maximum resulting nominal diameter. The venting path 129 includes a venting outlet of the 3 / 2-way valve 275.

[0052] Figure 3 shows a schematic representation of a flowchart of a method 300 according to one aspect of the disclosure. The method 300 according to Figure 3 is a method 300 for operating a valve arrangement 100 for activating a parking brake function 251 at standstill 256 for an electropneumatic parking brake system 250 of a vehicle 200a, in particular a commercial vehicle 200b, wherein the valve arrangement 100 has an outlet valve arrangement 110 and a pilot control arrangement 115 controllable by means of a pilot control signal 126, and the valve arrangement 100 can be switched into a noise-reducing, first venting mode M1 or a fast-venting, second venting mode M2 ​​by means of a switching signal 125. Such a vehicle 200a, 200b is described with reference to Figure 1. Such a valve arrangement 100 is described with reference to Figure 2. Figure 3 is described with reference to Figures 1 and 2.

[0053] The method 300 according to Figure 3 includes detecting 310 a piece of trigger information 252. The detecting 310 of the trigger information 252 includes a user input 254. The parking brake function 251 can be activated by a binary request signal 255. The request signal 255 relates, for example, to the user input 254 and / or an automated driving function 230.

[0054] The method 300 includes: detecting 315 vehicle and / or environment-related parameters 253.

[0055] The method 300 includes: determining 320, based on the trigger information 252, the switching signal 125 and, for the first venting mode M1, the pilot control signal 126. The method 300 includes: adapting 325 the pilot control signal 126 taking into account the parameters 253. The pilot control signal 126 has a venting profile 127 dependent on a pressure P and / or a time t and / or is configured to regulate a predetermined volume flow JV. The pilot control signal 126 is configured to control a smaller volume flow JV of the pilot control arrangement 115 at a higher pressure P+ than at a lower pressure P-. The pilot control signal 126 defines a pulsed control of the pilot control arrangement 115. The valve arrangement 100 is configured to fully open a vent path 129 in the second vent mode M2 ​​and / or to partially, temporarily and / or pulse-open the vent path 129 in the first vent mode M1.

[0056] The method 300 includes: outputting 330 the switching signal 125 to the exhaust valve assembly 110 and, for the first venting mode M1, the pilot control signal 126 to the pilot control assembly 115.

[0057] The method 300 comprises: outputting 340 a service brake signal 128 for the time-limited operation of an electropneumatic service brake system 250a.

[0058] Figure 4 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 3.

[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 obtained externally via the Internet or otherwise. Reference symbol (part of the description)

[0060] 100 valve arrangement

[0061] 110 Exhaust valve arrangement

[0062] 115 Input tax order

[0063] 125 switching signal

[0064] 126 pilot control signal

[0065] 127 Ventilation profile

[0066] 128 Service brake signal

[0067] 129 Ventilation path

[0068] 200a vehicle

[0069] 200b commercial vehicle

[0070] 201 bike

[0071] 202 Wheel speedometer

[0072] 205 Actuator

[0073] 206 ABS valve

[0074] 210 compressed air supply

[0075] 215 front axle modulator

[0076] 216 Rear axle modulator

[0077] 217 Parking brake module

[0078] 220 control unit

[0079] 221 Trailer control module

[0080] 222 valve control module

[0081] 230 automated driving function

[0082] 232 vehicle bus

[0083] 233 Energy supply

[0084] 234 brake value sensor

[0085] 235 Parking brake switch

[0086] 250 electropneumatic parking brake system

[0087] 250a electropneumatic service brake system

[0088] 251 Parking brake function

[0089] 252 Trigger information

[0090] 253 parameters

[0091] 254 User input 55 Binary request signal 56 Standstill 60 Compressed air inlet 65 Main connection

[0092] 270 holding valve

[0093] 275 3 / 2 valve

[0094] 300 procedures

[0095] 310 Capturing trigger information

[0096] 315 Recording parameters

[0097] 320 Determining a switching signal

[0098] 325 Customize

[0099] 330 Outputting a switching signal

[0100] 340 Output of a service brake signal

[0101] 400 computer-readable medium

[0102] JV volume flow

[0103] M1 noise-reducing, first venting mode

[0104] M2 quick-venting, second venting mode

[0105] P pressure

[0106] P+ higher pressure

[0107] P- lower pressure t time

Claims

Patent claims 1. A method (300) for operating a valve arrangement (100) for activating a parking brake function (251) at a standstill (256) for an electropneumatic parking brake system (250) of a vehicle (200a), in particular a commercial vehicle (200b), wherein the valve arrangement (100) has an outlet valve arrangement (110) and a pilot control arrangement (115) controllable by means of a pilot control signal (126), and the valve arrangement (100) can be switched by means of a switching signal (125) into a noise-reducing, first venting mode (M1) or a fast-venting, second venting mode (M2), and wherein the method (300) comprises: - detecting (310) trigger information (252); - Determining (320), based on the trigger information (252), the switching signal (125) and, for the first venting mode (M1), the pilot control signal (126); and - Outputting (330) the switching signal (125) to the exhaust valve arrangement (110) and, for the first venting mode (M1), the pilot control signal (126) to the pilot control arrangement (115).

2. Method (300) according to claim 1, wherein the pilot control signal (126) has a venting profile (127) dependent on a pressure (P) and / or a time (t) and / or is configured to regulate a predetermined volume flow (JV).

3. The method (300) according to claim 1 or 2, wherein the method (300) comprises: - detecting (315) vehicle and / or environment-related parameters (253); and - Adjustment (325) of the pilot control signal (126) taking into account the parameters (253).

4. Method (300) according to one of the preceding claims, wherein the pilot control signal (126) is configured to control a smaller volume flow (JV) of the pilot control arrangement (115) at a higher pressure (P+) than at a lower pressure (P-).

5. The method (300) according to any one of the preceding claims, wherein the pilot control signal (126) defines a pulsed control of the pilot control arrangement (115).

6. The method (300) according to any one of the preceding claims, wherein the valve arrangement (100) is configured to fully open a venting path (129) in the second venting mode (M2) and / or to partially, temporarily and / or pulse-open the venting path (129) in the first venting mode (M1).

7. The method (300) according to any one of the preceding claims, wherein the method (300) comprises: - Outputting (340) a service brake signal (128) for the time-limited operation of an electropneumatic service brake system (250a).

8. The method (300) according to any one of the preceding claims, wherein the detecting (310) of the trigger information (252) comprises a user input (254).

9. The method (300) according to any one of the preceding claims, wherein the parking brake function (251) can be activated by a binary request signal (255).

10. Computer program and / or computer-readable medium (400), 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 one of claims 1 to 9.

11. Control unit (220) for an electropneumatic parking brake system (250) of a vehicle (200a), in particular a commercial vehicle (200b), with a valve arrangement (100), wherein the valve arrangement (100) has an outlet valve arrangement (110) and a pilot control arrangement (115) controllable by means of a pilot control signal (126), and the valve arrangement (100) can be switched into a noise-reducing, first venting mode (M1) or a fast-venting, second venting mode (M2) by means of a switching signal (125), and the control unit (220) is configured to carry out the method (100) according to one of claims 1 to 9.

12. Electropneumatic parking brake system (250) for a vehicle (200a), in particular a commercial vehicle (200b), comprising a control unit (220) according to claim 11 and a valve arrangement (100) with an outlet valve arrangement (110) and a pilot control arrangement (115) controllable by means of a pilot control signal (126), wherein the valve arrangement (100) can be switched into a noise-reducing, first venting mode (M1) or a fast-venting, second venting mode (M2) by means of a switching signal (125).

13. Vehicle (200a), in particular commercial vehicle (200b), comprising a control unit (220) according to claim 11 and / or an electropneumatic parking brake system (250) according to claim 12.

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