Multi-channel brake modulator with redundancy function

Abstract

The invention relates to an electropneumatic multi-channel brake pressure modulator (1). A first electropneumatic pilot control unit (15) is designed to provide a first control pressure (pS1), and a second electropneumatic pilot control unit (21) is designed to provide a second control pressure (pS2). A first main valve assembly (17) is designed to provide a first brake pressure (pB1), and a second main valve assembly (23) is designed to provide a second brake pressure (pB2). A first connection (28) and a second connection (28) are free of selectively switchable elements, and the multi-channel brake pressure modulator (1) has a redundancy circuit (45) for providing a first pressure (pS1, pB1) of a first channel (7) as a control pressure (pS) for the second main valve assembly (23) and / or for providing a second pressure (pS2, pB2) of a second channel (9) as a control pressure (pS) for the first main valve assembly (17). The invention additionally relates to a brake system (100) and to a utility vehicle (202).

Description

[0001] Multi-channel brake modulator with redundancy function

[0002] The invention relates to an electropneumatic multi-channel brake pressure modulator for a commercial vehicle, comprising at least one first supply connection for connecting a first compressed air supply for providing supply pressure to the first supply connection, at least one first channel and a second channel, wherein the first channel comprises a first working connection, a first electropneumatic pilot control unit and a first main valve arrangement, and wherein the second channel comprises a second working connection, a second electropneumatic pilot control unit and a second main valve arrangement.The electropneumatic multi-channel brake modulator further comprises a first electronic control unit for controlling the first electropneumatic pilot control unit and a second electronic control unit for controlling the second electropneumatic pilot control unit, wherein the first electropneumatic pilot control unit is configured to receive supply pressure from the supply port and to provide a first control pressure in response to first control signals provided by the first electronic control unit to the first electropneumatic pilot control unit, and wherein the second electropneumatic pilot control unit is configured to receive supply pressure from the supply port and to provide a second control pressure in response to second control signals provided by the second electronic control unit to the second electropneumatic pilot control unit.The first main valve arrangement is designed to receive a control pressure and to provide a volume-amplified first brake pressure corresponding to the received control pressure at the first working port, and the second main valve arrangement is designed to receive a control pressure and to provide a volume-amplified second brake pressure corresponding to the received control pressure at the second working port.

[0003] Vehicles, especially commercial vehicles, are regularly equipped with pneumatic braking systems. Electropneumatic brake pressure modulators of the type mentioned above are used in such pneumatic braking systems. Pneumatic braking systems for motor vehicles generally have a pneumatically actuated wheel brake for each wheel of the vehicle. An operating fluid for the wheel brakes, particularly compressed air, is supplied under static pressure in a reservoir. Electropneumatic braking systems often include a brake signal generator coupled to a brake pedal actuated by the driver of the vehicle. When the brake pedal is actuated, the brake signal generator generates a brake request signal. Depending on the brake request signal, the corresponding brake pressure is applied to the wheel brakes.In modern vehicles, the brake signal transmitter can also operate purely electronically, so that a brake request signal is output, in particular, by a control unit or the like. This enables partially or fully autonomous brake application. An electronic control unit controls the brake pressure modulator depending on the braking requirements. To simplify installation, an electronic control unit of the electropneumatic brake pressure modulator can form the control unit that provides the electronic brake request or brake request signal. In order to be able to adapt the driving dynamics of the commercial vehicle to suit its driving dynamics, modern vehicles usually have several brake circuits that can be controlled independently of one another. For example, the front wheel brakes can be assigned to a first brake circuit, while the rear wheel brakes of the commercial vehicle are assigned to a second brake circuit.Furthermore, the brake circuits can alternatively or additionally be assigned to different sides of the vehicle. To simplify assembly, reduce weight, and / or achieve cost reduction, it is advantageous for a brake modulator to have multiple channels that can be assigned to the various brake circuits of a braking system. For example, a single such multi-channel brake modulator can provide brake pressure for both a front-axle brake circuit and a rear-axle brake circuit.

[0004] Particularly in light of the increasing automation of vehicles, it is important that the vehicle can be brought to a safe stop even in the event of a fault. Advantageously, the vehicle can continue to operate despite an electrical fault, reducing downtime.

[0005] Against this background, EP 4 186 760 A1 discloses a redundant control system for controlling a first pressure for a first brake actuator and a second pressure for a second brake actuator of a vehicle. The system comprises a first electronic control unit that controls a first valve arrangement designed to provide a first pressure; a second electronic control unit that controls a second valve arrangement designed to provide a second pressure; a first switching valve that is controlled by the first electronic control unit and is designed to provide the second delivery pressure by selecting either the first pressure or the second pressure; a second switching valve that is controlled by the second electronic control unit and is designed to provide the first delivery pressure by selecting either the first pressure or the second pressure.

[0006] From EP 3 174 769 B1, a brake pressure modulator of an electropneumatic braking system of a commercial vehicle is known, wherein the brake pressure modulator has at least two pressure control circuits combined to form a structural unit, in which the pressure control circuits are each assigned to a brake circuit of a vehicle axle, in which each of the pressure control circuits is connected or connectable to its own compressed air reservoir, in which at least one redundant control pressure path, at least one venting path and a common control electronics for the pressure control circuits are present, and in which the pressure control circuits are controllable independently of one another by means of the control electronics, wherein each pressure control circuit has its own venting path,and wherein at least one of the pressure control circuits has its own redundancy control pressure path and at least one other of the pressure control circuits has a device for forced venting in the event of a failure via the associated venting path.,

[0007] Although such electropneumatic brake pressure modulators function well, there is still room for improvement, particularly to increase vehicle safety, facilitate the integration of an electropneumatic brake pressure modulator into a braking system or vehicle, improve reliability, improve response time, and / or reduce the overall cost of an electropneumatic brake pressure modulator.

[0008] In a first aspect, the invention solves this problem by means of an electropneumatic multi-channel brake pressure modulator according to claim 1.In particular, the invention achieves the aforementioned object in an electropneumatic multi-channel brake pressure modulator for a commercial vehicle of the type mentioned at the outset in that a first connection, which connects the first pilot control unit to the first main valve arrangement for providing the first control pressure, is free of selectively switchable elements, a second connection, which connects the second pilot control unit to the second main valve arrangement for providing the second control pressure, is free of selectively switchable elements, and in that the multi-channel brake pressure modulator further comprises a redundancy circuit for providing a first pressure of the first channel as control pressure for the second main valve arrangement for controlling the second brake pressure in the case of redundancy and / or for providing a second pressure of the second channel as control pressure for the first main valve arrangement for controlling the first brake pressure in the case of redundancy.

[0009] A redundancy case occurs in particular when the first electronic control unit or the second electronic control unit has a fault and / or fails. Without the presence of a redundancy level, it might not be possible in the event of a fault to control a brake pressure at the first working connection if there is a fault in the first electronic control unit or to control a brake pressure at the second working connection if there is a fault in the second electronic control unit. This is where the invention comes in and makes it possible for a first pressure of the first channel to be provided as the control pressure for the second main valve arrangement in the event of redundancy and / or for a second pressure of the second channel to be provided as the control pressure for the first main valve arrangement in the event of redundancy. The first electronic control unit and the second electronic control unit are preferably physically separate control units.Particularly preferably, the electronic control unit and the second electronic control unit have independent power supplies. However, it can also be provided that the first electronic control unit and the second electronic control unit are arranged on the same circuit board. For example, the control units can be formed by two processors on one circuit board or can be divided only at the program level.

[0010] In a multi-channel brake pressure modulator with at least a first channel and a second channel, the two channels and their respective electronic control units can form a mutual redundancy level. Nevertheless, it is desirable to avoid disadvantages for normal operation (the case without a fault in an electronic control unit), since this normal operation will occur in the vast majority of cases. The first connection and the second connection are each free of selectively switchable elements. Such connections are also referred to herein as switchless connections. The first pilot control unit is therefore connected to the first main valve arrangement in a switchless manner, and the second pilot control unit is connected to the second main valve arrangement in a switchless manner.The invention is based on the finding that the dynamics and / or robustness of the multi-channel brake modulator can be improved if the first pilot control unit is connected to the first main valve arrangement in a non-switching manner, and if the second pilot control unit is connected to the second main valve arrangement in a non-switching manner. During normal operation, the first pilot control unit provides the control pressure for the first main valve arrangement. A non-switching first connection can allow particularly high dynamics when providing the first control pressure, since no switching operations of selectively switchable components delay this provision. Furthermore, non-switching connections often have a small volume. In response to a braking request, a corresponding brake pressure can thus be provided as quickly as possible. This applies analogously to the non-switching connection between the second pilot control unit and the second main valve arrangement.Furthermore, a switchless connection is robust. The absence of a switchable element also eliminates a potential source of error that prevents the provision of control pressure from the first (second) pilot unit to the first (second) main valve assembly. Furthermore, a switchless connection can be designed to be particularly compact and / or cost-effective. It should be understood that a switchless connection can also comprise passive or non-switchable elements. For example, a switchless connection can also include a check valve. The switchless connection can then, for example, only allow flow in one direction.

[0011] Preferably, a non-switching connection is a permanent (fluid-conducting) connection. It should be understood that a non-switching connection can allow flow branching and / or flow distribution. Preferably, the first pilot control unit and the first main valve arrangement are directly connected and / or the first pilot control unit and the second main valve arrangement are directly connected. A direct connection comprises exclusively flow-conducting components, such as hoses, pipes, and distributors, but no valves. The advantageous non-switching connection also enables passive redundancy. Such passive redundancy can be implemented without a dedicated switching valve and is thus more fail-safe and cost-effective than variants with a switching valve between the first (or second) pilot control unit and the first (or second) main valve arrangement.

[0012] The electropneumatic multi-channel brake pressure modulator comprises at least two channels, but can preferably also have three or more channels.

[0013] In a first preferred embodiment of the electropneumatic multi-channel brake pressure modulator, the first pilot control unit of the first channel has a first inlet valve for controlling the first control pressure and a first outlet valve, and the second pilot control unit of the second channel has a second inlet valve for controlling the second control pressure and a second outlet valve. The first inlet valve and / or the second inlet valve is preferably designed as a switchable 2 / 2-way valve, particularly preferably as an electronically switchable 2 / 2-way valve. The first outlet valve and / or the second outlet valve is preferably designed as a switchable 2 / 2-way valve, particularly preferably as an electronically switchable 2 / 2-way valve. The first inlet valve, the second inlet valve, the first outlet valve and / or the second outlet valve can preferably be designed as solenoid valves.The first inlet valve and / or the second inlet valve can allow a modulation of the pressure, in particular depending on control signals from the first and / or second electronic control unit.

[0014] The redundancy circuit preferably connects the first pilot control unit of the first channel for providing the first control pressure to the second main valve arrangement at least indirectly to the second main valve arrangement, and / or the second pilot control unit of the second channel for providing the second control pressure to the first main valve arrangement at least indirectly to the first main valve arrangement. Advantageously, the first control pressure provided by the first pilot control unit of the first channel can thus function as the control pressure of the second main valve arrangement and / or the second control pressure provided by the second pilot control unit of the second channel can function as the control pressure of the first main valve arrangement. In the case of redundancy, the pilot control unit of one channel can thus also be used as the pilot control unit of the respective other channel or of another channel. An at least indirect connection can be a direct connection.An indirect connection also includes connections in which a further valve is arranged between the pilot control unit and the main valve arrangement. In a preferred variant, the first channel has a first control line which connects the first pilot control unit to the first main valve arrangement, and the second channel has a second control line which connects the second pilot control unit to the second main valve arrangement, wherein the redundancy circuit connects the first control line to the second control line. Connecting the control lines through the redundancy circuit allows for particularly simple use of the control pressure in the event of redundancy. The control pressure of one channel can then also be used as control pressure for another channel in the event of redundancy. Since the redundancy circuit only connects control lines, the volume flow to be conducted is comparatively low and the redundancy circuit can be designed with a small flow cross-section.This enables a particularly compact design and / or high dynamics.

[0015] The redundancy circuit preferably has a first redundancy valve, wherein the redundancy circuit connects the first control line to the second control line indirectly via the redundancy valve. The redundancy valve is preferably switchable to interrupt a connection between the control lines. Thus, the connection between the first control line and the second control line can be interrupted in a normal state. In a redundancy switching state, however, the first control line can be fluidly connected to the second control line via the redundancy valve. The redundancy valve can thus limit a control volume during normal operation. Furthermore, the redundancy valve can separate at least the first channel and the second channel from one another and thus prevent undesired mutual interference during normal operation.The first redundancy valve is preferably biased to an open state, allowing a fluid connection between the first control line and the second control line. This ensures that the redundancy valve opens automatically in the absence of an (electronic and / or pneumatic) control signal. The redundancy valve is preferably an electronically controllable solenoid valve, which particularly preferably allows a fluid connection between the first control line and the second control line in the de-energized state.

[0016] Preferably, the redundancy circuit further comprises a second redundancy valve between the first control line and the second control line. The second redundancy valve is preferably configured substantially analogously, particularly preferably identically, to the first redundancy valve. Particularly preferably, the redundancy circuit comprises one redundancy valve per channel of the multi-channel brake pressure modulator.

[0017] In preferred developments, the first redundancy valve is an electronically switchable redundancy valve and the second redundancy valve is an electronically switchable redundancy valve, wherein the first electronic control unit is designed to control the first redundancy valve, and wherein the second electronic control unit is designed to control the second redundancy valve. Preferably, the first redundancy valve is an electronically switchable 2 / 2-way valve and / or the second redundancy valve is an electronically switchable 2 / 2-way valve. The control of the at least two redundancy valves of the redundancy circuit via different control units enables a low susceptibility to errors. Thus, a functioning control unit can ensure that a control pressure of one channel is only provided for the main valve arrangement of another channel when this is also necessary.Particularly preferably, the first redundancy valve and the second redundancy valve are open in the de-energized state, allowing a fluid-conducting connection between the first control line and the second control line. In the event of a fault in an electronic control unit, the redundancy valve assigned to this control unit then preferably opens automatically. The other (fault-free) electronic control unit can then selectively open or close the redundancy valve assigned to it and thus, if necessary, also provide the control pressure of its channel as the control pressure of the main valve arrangement of the faulty channel.

[0018] In a preferred embodiment, the first exhaust valve of the first pilot control unit has a first exhaust valve inlet port connected to a first inlet valve working port of the first inlet valve, and a first exhaust valve outlet port; the second exhaust valve of the second pilot control unit has a second exhaust valve inlet port connected to a second inlet valve working port of the second inlet valve, and a second exhaust valve outlet port; and the redundancy circuit connects the first exhaust valve outlet port of the first outlet valve of the first channel to the second exhaust valve outlet port of the second outlet valve of the second channel. The first exhaust valve is preferably provided to vent the first inlet valve working port.Analogously, the second outlet valve is preferably provided to vent the second inlet valve working port of the second inlet valve. In the preferred development, the outlet valves are advantageously used to provide the redundancy function. For example, a first control pressure provided by the first inlet valve at the first inlet valve working port can be provided via the first outlet valve, the redundancy circuit, and the second outlet valve to the second inlet valve working port of the second inlet valve. Due to the switchless connection of the second pilot control unit to the second main valve arrangement, in this example the first control pressure can be used via the redundancy circuit as the control pressure for the second main valve arrangement.

[0019] Preferably, the electropneumatic multi-channel brake pressure modulator further comprises a switchable vent valve with a vent position, wherein the vent valve is connected to the first outlet valve outlet port of the first outlet valve and, in the vent position, connects the first outlet valve outlet port to a vent of the electropneumatic multi-channel brake modulator, and / or wherein the vent valve is connected to the second outlet valve outlet port of the second outlet valve and, in the vent position, connects the second outlet valve outlet port to a vent of the electropneumatic multi-channel brake modulator. The first outlet valve and / or the second outlet valve can then advantageously be used both to provide redundancy and to vent the respective main valve arrangement. The vent valve is then preferably designed to switch between these two functions.

[0020] In a further preferred embodiment, the electropneumatic multi-channel brake pressure modulator further comprises a redundancy connection for providing a redundancy pressure. Thus, pneumatic redundancy can also be provided at the electropneumatic multi-channel brake modulator. For example, a brake pressure can be provided to the multi-channel brake modulator via a foot brake pedal.

[0021] Preferably, the redundancy pressure can be controlled as a control pressure at the first main valve arrangement if the first electronic control unit has a fault, and / or at the second main valve arrangement if the second electronic control unit has a fault. Preferably, the multi-channel brake modulator is designed to control a brake pressure based on the redundancy pressure only if both the first electronic control unit and the second electronic control unit have a fault.

[0022] In a preferred variant, the electropneumatic multi-channel brake pressure modulator further comprises a first electronically controllable holding valve and a second electronically controllable holding valve, wherein the first electronically controllable holding valve and the second electronically controllable holding valve connect the redundancy connection to the redundancy circuit, wherein preferably the first electronic control unit is provided for controlling the first electronically controllable holding valve and / or the second electronic control unit is provided for controlling the second electronically controllable holding valve. Preferably, the vent valve is arranged, starting from the redundancy connection, between the first holding valve and the second holding valve, or vice versa. Preferably, the two holding valves are biased to an open switching state.By providing two or more holding valves, at least one of which can be controlled by each of the electronic control units, it can be ensured that a still functional control unit can control the provision of the redundancy pressure.

[0023] In a further preferred embodiment, the redundancy circuit connects a first brake pressure connection of the first main valve arrangement at least indirectly to a second control connection of the second main valve arrangement in order to be able to provide the first brake pressure as control pressure to the second main valve arrangement, wherein the redundancy circuit preferably connects the first brake pressure connection to the second control connection via a second outlet valve of the second channel. Alternatively or additionally, the redundancy circuit can connect a second brake pressure connection of the second main valve arrangement at least indirectly to a first control connection of the first main valve arrangement in order to be able to provide the second brake pressure as control pressure to the first main valve arrangement, wherein the redundancy circuit preferably connects the second brake pressure connection to the first control connection via a first outlet valve of the first channel.In this variant, the brake pressure provided at a channel with a functioning electronic control unit can then be used as control pressure for another channel whose electronic control unit has a fault. In a second aspect, the invention solves the problem by means of a braking system, in particular an electronically controllable pneumatic braking system, having the features of claim 14. The braking system accordingly has a first brake circuit, a second brake circuit, and an electropneumatic multi-channel brake modulator according to the first aspect of the invention, wherein the first working port of the first channel of the multi-channel brake modulator is connected to the first brake circuit for providing the first brake pressure, and wherein the second working port of the second channel of the multi-channel brake modulator is connected to the second brake circuit for providing the second brake pressure.

[0024] The braking system preferably has a first power supply for supplying the first electronic control unit with electrical energy, and a second power supply for supplying the second electronic control unit with electrical energy. The first power supply and the second power supply can preferably be operated independently of one another. A malfunction in the first power supply therefore preferably has no effect on the second power supply. By providing two power supplies, operational reliability can be further increased, since electronically controlled braking is still possible even if one of the two power supplies fails.

[0025] The braking system preferably further comprises an autonomous unit, a first bus system, in particular a first CAN bus, and a second bus system, in particular a second CAN bus, wherein the first electronic control unit of the multi-channel brake modulator is connected to the first bus system for providing and / or receiving signals, and wherein the second electronic control unit of the multi-channel brake modulator is connected to the second bus system for providing and / or receiving signals. The first bus system preferably connects at least the autonomous unit and the first electronic control unit to one another. The provision and / or reception of signals can take place from the main control unit to the first electronic control unit and / or vice versa. In an analogous manner, the second electronic control unit is preferably connected to the autonomous unit via the second bus system.Alternatively or additionally, the first bus system and / or the second bus system can also be connected to a main control unit of the braking system via the first bus system or the second bus system, respectively. However, it can also be provided that the main control unit is an autonomous unit. The autonomous unit can be a semi-autonomous unit or a fully autonomous unit.

[0026] It should be understood that the electropneumatic multi-channel brake pressure modulator according to the first aspect of the invention as well as the braking system according to the second aspect of the invention have the same and similar sub-aspects as particularly set out in the dependent claims.

[0027] In a third aspect, the invention solves the aforementioned problem by a commercial vehicle according to claim 15, comprising a braking system according to the second aspect of the invention. It should be understood that the braking system according to the second aspect of the invention and the commercial vehicle according to the third aspect of the invention have identical and similar sub-aspects, as set forth in particular in the dependent claims. In this respect, reference is made in full to the above description.

[0028] Embodiments of the invention will now be described below with reference to the drawings. These are not necessarily intended to represent the embodiments to scale; rather, the drawings are schematic and / or slightly distorted where this is useful for explanation. With regard to additions to the teachings immediately apparent from the drawings, reference is made to the relevant prior art. It should be noted that numerous modifications and changes to the form and detail of an embodiment can be made without deviating from the general idea of ​​the invention. The features of the invention disclosed in the description, in the drawings and in the claims can be essential for the further development of the invention, both individually and in any combination.Furthermore, all combinations of at least two of the features disclosed in the description, the drawings and / or the claims fall within the scope of the invention. The general idea of ​​the invention is not limited to the exact form or detail of the preferred embodiments shown and described below, or limited to an object that would be more limited than the object claimed in the claims. For specified dimensioning ranges, values ​​within the stated limits are also intended to be disclosed as limit values ​​and to be used and claimed as desired. For the sake of simplicity, the same reference numerals are used below for identical or similar parts or parts with identical or similar functions.

[0029] Further advantages, features and details of the invention will become apparent from the following description of the preferred embodiments and from the drawings, which show:

[0030] Fig. 1 an electronically controllable pneumatic braking system with an electropneumatic multi-channel brake pressure modulator;

[0031] Fig. 2 is a schematic representation of a first embodiment of the electropneumatic multi-channel brake pressure modulator;

[0032] Fig. 3 is a schematic representation of a second embodiment of the electropneumatic multi-channel brake pressure modulator;

[0033] Fig. 4 is a schematic representation of a third embodiment of the electropneumatic multi-channel brake pressure modulator; and in

[0034] Fig. 5 is a schematic representation of a fourth embodiment of the electropneumatic multi-channel brake pressure modulator.

[0035] In many cases, the common elements of the figures will be described first, followed by an explanation of the differences between the various embodiments. In particular, the similarities will not be emphasized further, and it should be understood that, in principle, each of the embodiments can be combined with the other embodiments.

[0036] Fig. 1 illustrates an electronically controllable pneumatic braking system 100 for a vehicle 200, in particular a commercial vehicle 202. The vehicle 200 has a front axle VA and a rear axle HA, wherein this invention also encompasses vehicles 200 with more than one, namely in particular two, three or more rear axles and also more than one, in particular two, three or four front axles. The electronically controllable pneumatic braking system 100 comprises first and second rear axle brake actuators 102a, 102b on the rear axle HA, which can be fully or partially opened by providing a corresponding rear axle brake pressure pBHA, which is also referred to herein as the first brake pressure pB1. The first and second rear axle brake actuators 102a, 102b are assigned to a rear axle brake circuit 104 of the braking system 100.To provide vehicle deceleration at the front axle VA, the braking system 100 further comprises first and second front axle brake actuators 106a, 106b, which are assigned to a front axle brake circuit 108. Analogous to the rear axle brake actuators 102a, 102b, the front axle brake actuators 106a, 106b can also be fully or partially opened by providing a brake pressure pB, namely a front axle brake pressure pBVA or a second brake pressure pB2. ABS valves 110 are also provided on the front axle VA and the rear axle to implement an anti-lock function. The rear axle brake circuit 104 is here a first brake circuit 104 and the front axle brake circuit 108 is here a second brake circuit 108 of the commercial vehicle 202. However, it can also be provided that the front axle brake circuit 108 forms or comprises the first brake circuit 104, and / or that the rear axle brake circuit 104 forms or comprises the second brake circuit 108.

[0037] To provide the first brake pressure pB1 and the second brake pressure pB2, the electronically controllable pneumatic brake system 100 further comprises an electropneumatic multi-channel brake pressure modulator 1. The multi-channel brake pressure modulator 1 receives supply pressure pV from a first compressed air supply 112. For this purpose, a supply connection 3 of the multi-channel brake pressure modulator 1 is pneumatically connected to the first compressed air supply 112. It can also be provided that the multi-channel brake pressure modulator 1, as in Fig. 1, is designed for connection to a second compressed air supply 116 of the brake system 1. However, this is only optional and, for the sake of simplicity, is not shown in the other figures.

[0038] The electronically controllable pneumatic braking system 100 is designed here, for example, to be operated both manually by a driver and automatically. For this purpose, the vehicle 200 initially has a brake signal sensor 118 in the form of an electropneumatic brake pedal. The brake signal sensor 118 is connected to the multi-channel brake pressure modulator 1 via a brake signal line 120.

[0039] The brake signal transmitter 118 converts a pedal movement initiated by a driver of the vehicle 200 into a brake signal SB, which is then electronically provided to the multi-channel brake pressure modulator via the brake signal line 120. The brake signal transmitter 118 also provides a pneumatic redundancy pressure pR at a redundancy connection 5 of the multi-channel brake pressure modulator 1. This optional functionality will be explained in detail later. The configuration shown here is only an example, and the invention is explicitly not limited thereto. Brake signals SB can also be provided to the multi-channel brake pressure modulator 1 by an autonomous unit 119. The autonomous unit 119 can, for example, be configured to control the vehicle 200 completely autonomously.However, it can also be provided, for example, that the autonomous unit 119 provides brake signals SB to the multi-channel brake pressure modulator 1 to implement an emergency braking function. The autonomous unit 119 can preferably also be integrated into the multi-channel brake pressure modulator 1 and / or implemented by an electronic control unit 19, 25 of the multi-channel brake pressure modulator 1. Alternatively or in addition to an autonomous unit 119, the braking system can also include a main control unit (ECU).

[0040] At the rear axle HA, the electronically controllable pneumatic braking system 100 further includes a trailer brake circuit 122, which is provided for supplying trailer brake pressures to a trailer (not shown). The trailer brake circuit 122 includes a third compressed air supply 124 and an electronically controllable trailer module 126. In the illustrated embodiment, the trailer module 126 is connected to the multi-channel brake pressure modulator 1 via a trailer control line 128. The multi-channel brake pressure modulator 1 is configured here to provide trailer control signals ST for controlling the trailer module 126 via the trailer control line 128.

[0041] In the embodiment shown in Fig. 1, the electropneumatic multi-channel brake pressure modulator 1 has four connections, with each of the brake actuators 102a, 102b, 106a, 106b being supplied with brake pressure via its own connection of the multi-channel brake pressure modulator 1. In the embodiment shown, the connections for the first and second rear-axle brake actuators 102a, 102b are assigned to a first channel 7 of the multi-channel brake pressure modulator 1, and the first and second front-axle brake actuators 106a, 106b are assigned to a second channel 9 of the multi-channel brake pressure modulator 1. However, it can also be provided that each of the brake actuators 102a, 102b, 106a, 106b is assigned to its own channel, or that the brake actuators 102a, 106a of the right side of the vehicle 200 are assigned to the first channel 7 and the brake actuators 102b, 106b of the left side of the vehicle 200 are assigned to the second channel 9. As is also shown in Fig.2 to 5, each channel 7, 9 can also have only a single working port 11, 13. Thus, the first channel 7 can provide the first brake pressure pB1 only at a first working port 11 for the rear axle brake circuit 104 and / or the second channel 9 can provide the second brake pressure pB2 only at a second working port 13 for the front axle brake circuit 108.

[0042] Fig. 2 now schematically shows a first preferred embodiment of the multi-channel brake pressure modulator 1. For illustration purposes, Fig. 2 also shows the first compressed air reservoir 112 and schematically the rear axle brake circuit 104 and the front axle brake circuit 108. The multi-channel brake pressure modulator 1 here has the first channel 7 and the second channel 9, wherein the first channel 7 is connected to the rear axle brake circuit 104 via the first working port 11 in order to provide the first brake pressure pB1 there. In an analogous manner, the second channel 9 is connected to the front axle brake circuit 108 via the second working port 13 in order to provide the second brake pressure pB2 there.

[0043] The first channel 7 comprises a first electropneumatic pilot control unit 15 and a first main valve assembly 17. A first electronic control unit 19 is provided to control the first electropneumatic pilot control unit 15. The first electronic control unit 19 is configured to receive the brake signals SB and to control the first electropneumatic pilot control unit 15 based on these signals.

[0044] In the first exemplary embodiment of the multi-channel brake pressure modulator 1, the second channel 9 is constructed essentially identically to the first channel 7 and comprises a second electro-pneumatic pilot control unit 21, a second main valve arrangement 23, and a second electronic control unit 25 for controlling the second electro-pneumatic pilot control unit 21. The provision of a brake pressure is therefore explained below using the first channel 7, the description applying essentially analogously to the second channel 9. During normal operation of the multi-channel brake pressure modulator 1, the first electronic control unit 19 and the second electronic control unit 25 do not have any errors. Based on the brake signals SB, the control units 19, 25 control their respective channels 7, 9 in order to provide the first brake pressure pB1 and / or the second brake pressure pB2. To provide the first brake pressure pB1, the first channel 7 receives the supply pressure pV.From the supply connection 3, the supply pressure reaches both the first main valve arrangement 17 and the first pilot control unit 15.

[0045] The first pilot control unit 15 comprises a first inlet valve 27 and a first outlet valve 29. The second pilot control unit 21 similarly comprises a second inlet valve 31 and a second outlet valve 33. The second inlet valve 31 comprises, among other things, a second inlet valve working port 31.2. The second outlet valve 33 comprises a second outlet valve inlet port 33.1 and an outlet valve outlet port 33.2.

[0046] The first inlet valve 27 is designed as an electronically switchable 2 / 2-way valve and receives first control signals S1 from the first electronic control unit 19. The first inlet valve 27 is preferably de-energized in the first switching position shown in Fig. 2, in which a first inlet valve connection 27.1 is separated from a second inlet valve connection 27.2. The second inlet valve connection 27.2 can also be referred to as the inlet valve working connection 27.2. By providing corresponding first control signals S1, the first inlet valve 27 can be switched between the switching position shown in Fig. 2 and an open switching position in which the first inlet valve connection 27.1 and the second inlet valve connection 27.2 are connected to one another.

[0047] The supply pressure pV provided at the supply connection 3 is also applied to a first inlet valve connection 27.1 of the first inlet valve 27. The first inlet valve 27 provides a first control pressure pS1 based on the first control signals S1. Preferably, the first inlet valve 27 is designed to modulate the control pressure pS1. For example, the first inlet valve 27 can be switched step by step or continuously between the fully closed position (inlet valve connections 27.1, 27.2 separated) and the fully open position. The first pilot control unit 15 is connected to the first main valve arrangement 17 in a non-switching manner. A first connection 28, which connects the first pilot control unit 15 to the first main valve arrangement 17, is free of selectively switchable elements, in particular free of switchable valves.In the exemplary embodiment shown, the first connection 28 is a direct connection without intermediate valves. The first control pressure pS1 can be provided from the first pilot control unit 15 to the first main valve arrangement 17 via the first connection 28. In the exemplary embodiment shown in Fig. 2, the second inlet valve connection 27.2, at which the first control pressure pS1 is controlled, is connected directly and without switching to the first main valve arrangement 17 via a first control line 35. Analogously, a second connection 30, which connects the second pilot control unit 21 to the second main valve arrangement 23, is free of selectively switchable elements. In the exemplary embodiment shown, the second pilot control unit 21 of the second channel 9 or its second inlet valve 31 is connected directly to the second main valve arrangement 23 via a second control line 37 in order to provide a second control pressure pS2 there.

[0048] The first control pressure pS1 can be provided particularly reliably to the first main valve arrangement 17 thanks to the switch-free connection. Since there is no switching between the pilot control unit 15 and the main valve unit 17, switching errors in this connection are excluded. Furthermore, a control volume between the first main valve arrangement 17 and the first pilot control unit 15 is comparatively small, whereby high dynamics can be achieved. In the exemplary embodiments shown, the first main valve arrangement 17 comprises a first relay valve 39 and the second main valve arrangement analogously comprises a second relay valve 41 with a second control connection 41.4.

[0049] The first relay valve 39 has a first relay valve supply port 39.1, a first relay valve vent port 39.2, a first relay valve working port 39.3, and a first relay valve control port 39.4. The first relay valve supply port 39.1 is connected to the supply port 3 for receiving supply pressure pV. The first relay valve vent port 39.2 is connected to a vent 43, which preferably comprises an exhaust air silencer (not shown). The first relay valve working port 39.3 of the first main valve arrangement 17 of the first channel 7 is connected to the first working port 11 of the electropneumatic multi-channel brake pressure modulator 1. The first relay valve 39 controls the first brake pressure pB1 at the first working port 11 as a function of corresponding control signals.

[0050] The first relay valve control port 39.4 is connected to the first control line 35. During normal operation, the first relay valve control port 39.4 receives the first control pressure pS1 from the first inlet valve 27 via the first control line 35. Depending on the level of the first control pressure pS1, the first relay valve 39 then controls the first brake pressure pB1 at the first relay valve working port 39.3. The control of a first brake pressure pB1 depending on a pneumatic control signal provided at the first relay valve control port 39.4 (the first control pressure pS1 during normal operation) functions without electrical control signals, i.e., even when the first electronic control unit 19 is de-energized and / or has a fault.

[0051] The first relay valve 39 can also be used to vent the first working port 11. Thus, the rear axle brake actuators 102a, 102b of the rear axle brake circuit 104 can be vented via the relay valve 39. In the exemplary embodiments shown, the first relay valve 39 vents the first working port 11, provided that the first relay valve control port 39.4 is also vented. The outlet valve 29 is provided here to vent the first relay valve control port 39.4. A first outlet valve port 29.1, also referred to as the outlet valve inlet port 29.1, is also connected to the control line 35 and thus also to the first relay valve control port 39.4. Here, the outlet valve 29 is designed as an electronically switchable 2 / 2-way valve, namely as a solenoid valve. A second outlet valve port 29.2, also referred to as the outlet valve outlet port 29.2, is connected to the vent 43. In the configuration shown in Fig.2, into which the outlet valve 29 is preloaded, the outlet valve 29 is closed and the first outlet valve connection 29.1 and the second outlet valve connection 29.2 are separated. If the control line 35 or the relay valve control connection 39.4 is now to be vented, the outlet valve 29 is brought into an open switching position in which the first outlet valve connection 29.1 and the second outlet valve connection 29.2 are fluidically connected. For this purpose, the first electronic control unit 19 provides corresponding second control signals S2 to the first outlet valve 29. The first control line 35 is then indirectly connected to the vent 43 via the outlet valve 29. The functioning of the second channel 9 is essentially analogous during normal operation, so that reference is made in this regard to the description of the first channel 7.In normal operation, the first electronic control unit 19 and the second electronic control unit 25 control the first brake pressure pB1 and the second brake pressure pB2 respectively essentially independently of one another.

[0052] In the event of redundancy, in which one of the electronic control units 19, 25 experiences a fault, the multi-channel brake pressure modulator 1 includes additional redundancy. A redundancy circuit 45 is provided to provide this redundancy. The exemplary embodiments of the present disclosure differ essentially in the design of their respective redundancy circuit 45, which differences will be discussed further below. In the first exemplary embodiment of the multi-channel brake pressure modulator 1 shown in Fig. 2, the redundancy circuit 45 connects the first control line 35 of the first channel 7 to the second control line 37 of the second channel 37. The connection is not made directly here, but via a first redundancy valve 47 and a second redundancy valve 49.The redundancy valves 47, 49 of the redundancy circuit 45 are electronically controllable redundancy valves 47, 49, wherein the first redundancy valve 47 is controlled by the first electronic control unit 19 and the second redundancy valve 49 is controlled by the second electronic control unit 25. In the first exemplary embodiment, the redundancy valves 47, 49 are each designed as 2 / 2-way valves. The first redundancy valve 47 is biased to the open switching position shown in Fig. 2, so that it is open in the de-energized state and fluidly connects a redundancy line 51 to the first control line 35. By means of corresponding third control signals S3 of the first electronic control unit 19, the first redundancy valve 47 can be switched to a closed switching position in which the first redundancy valve 47 interrupts a fluid-conducting connection between the first control line 35 and the redundancy line 51.

[0053] The second redundancy valve 49 is also preloaded into an open switching position here. It can be switched into a closed switching position by fourth control signals S4 from the second electronic control unit 25. In the open switching position, the second redundancy valve 49 fluidly connects the second control line 37 of the second channel 9 to the redundancy line 51. In the closed switching position, however, the second redundancy valve 49 interrupts the connection between the second control line 37 and the redundancy line 51. Thus, if in the first exemplary embodiment of the multi-channel brake pressure modulator 1 both the first redundancy valve 47 and the second redundancy valve 49 are in the open switching position, the redundancy circuit 51 connects the first control line 35 of the first channel 7 to the second control line 37 of the second channel 9.During normal operation, the first electronic control unit 19 provides the third control signals S3 and / or the second electronic control unit 25 provides the fourth control signals S4 to interrupt the connection of the control lines 35, 37.

[0054] If the second electronic control unit 25 now exhibits a fault, for example, because the power supply to the second electronic control unit 25 is interrupted, a redundancy situation exists. In the first exemplary embodiment, the second inlet valve 31 is biased to the open switching position shown in Fig. 2, thus preventing the second control pressure pS2 from being provided by the second inlet valve 31 to the second relay valve 41. Since the second electronic control unit 25 also does not provide fourth control signals S4 in this redundancy situation, the second redundancy valve 49 switches to the open switching state and connects the second control line 37 to the redundancy line 51.If a human driver or the autonomous unit 119 now requests deceleration of the vehicle 200, the first electronic control unit 19, which is still functional in this example, provides the first control signals S1, so that the first control pressure pS1 corresponding to the first control signals S1 is output in the first control line 35. Furthermore, in the case of redundancy, the first electronic control unit 19 does not provide any third control signals S3, so that the first redundancy valve 47 changes to the open switching position shown in Fig. 2. The first control line 35 is then connected to the second control line 37 via the first redundancy valve 47, the redundancy line 51, and the second redundancy valve 49. The first control pressure pS1 of the first channel 7 can thus also be provided as the control pressure for the second main valve unit 23 or the second relay valve 41 of the second channel 9.The purely pneumatically operating second relay valve 41 can thus, in the case of redundancy, provide a second brake pressure pB2 at the second working port 13 that corresponds to the first control pressure pS1 of the first pilot control unit 15. In the opposite case, i.e., if the first electronic control unit 19 has a fault and the second electronic control unit 25 is functional, the second control pressure pS2 provided by the second pilot control unit 21 or the second inlet valve 31 of the second pilot control unit 21 can be used analogously as the control pressure of the second relay valve 41 and as the control pressure of the first relay valve 39 of the first channel 7. The electropneumatic multi-channel brake pressure modulator 1 thus continues to allow electronic control of the first brake pressure pB1 and the second brake pressure pB2 even if one of the two electronic control units 19, 25 fails.

[0055] In the first exemplary embodiment (Fig. 2), further redundancy is also provided. If necessary, the redundancy pressure pR provided at the redundancy connection 5 can also be used as the control pressure for the first main valve arrangement 17 and / or the second main valve arrangement 23. In the second exemplary embodiment, the use of the redundancy pressure pR as the control pressure is provided in particular for the case where both the first electronic control unit 19 and the second electronic control unit 25 are faulty. For example, if the first electronic control unit 19 and the second electronic control unit 25 are de-energized, the first inlet valve 27 and the second inlet valve 31 are closed and do not provide a first control pressure pS1 or a second control pressure pS2, respectively. In the manner described above, the first and second redundancy valves 47, 49 are open and connect the first control line 35 to the second control line 37.

[0056] The redundancy port 5 is fluidly connected to the first redundancy valve 47 and the redundancy line 51, so that the redundancy pressure pR is applied as control pressure to the first main valve arrangement 17 and the second main valve arrangement 23. In the exemplary embodiment shown, the redundancy port 5 is only indirectly connected to the first redundancy valve 47 and the second redundancy valve 49. Thus, in the first exemplary embodiment of the multi-channel brake pressure modulator 1, a first holding valve 53 and a second holding valve 55 are provided between the redundancy port 5 and the redundancy valves 47, 49. The holding valves 53, 55 are preferably identical. Here, the first holding valve 53 and the second holding valve 55 are each designed as an electronically switchable 2 / 2-way valve. The holding valves 53, 55 are arranged as shown in Fig.2, so that they are open in the de-energized state and allow the fluid-conducting connection of the supply connection 5 with the first redundancy valve 47 or the second redundancy valve 49.

[0057] The first holding valve 53 is controlled by the first electronic control unit 19. The first electronic control unit 19 is designed to provide fifth control signals S5 to the first holding valve 53 in order to switch it to a closed switching position and thus interrupt the fluid-conducting connection between the redundancy connection 5 and the redundancy valves 47, 49. For example, it can be achieved that the redundancy pressure pR is only used as the control pressure of the first main valve arrangement 17 and the second main valve arrangement 37 if both the first electronic control unit 19 and the second electronic control unit 25 have a fault. However, as long as the first electronic control unit 19 is still functional, it can interrupt the connection between the control lines 35, 37 and the redundancy connection 5 by providing corresponding fifth control signals S5 (and closing the first holding valve 53).In an analogous manner, the second electronic control unit 25 is connected to the second holding valve 55 for providing sixth control signals S6.

[0058] Fig. 3 now schematically shows a second preferred embodiment of the multi-channel brake pressure modulator 1, the differences from the multi-channel brake pressure modulator 1 according to the first embodiment being discussed below. In the second embodiment of the multi-channel brake pressure modulator 1, the redundancy line 51 of the redundancy circuit 45 connects the first outlet valve 29 and the second outlet valve 33 directly to one another. For a redundancy case in which one of the electronic control units 19, 25 continues to be functional, the first control line 35 is connected to the second control line 37 via the first outlet valve 29, the redundancy line 51 and the second outlet valve 33. In the second embodiment too, the first control pressure pS1 can be used as the control pressure pS of the second main valve arrangement 23 and / or the second control pressure pS2 can be used as the control pressure pS of the first main valve arrangement 17.Analogous to the multi-channel brake pressure modulator 1 of the first exemplary embodiment, the multi-channel brake pressure modulator 1 according to the second exemplary embodiment also features two holding valves 53, 55, which can establish or block an (indirect) connection between the redundancy port 5 and the control lines 35, 37. In the second exemplary embodiment of the multi-channel brake pressure modulator 1, no redundancy valves 47, 49 are provided, since the outlet valves 29, 33 are directly connected. To still allow the control lines 35, 37 to be vented, a vent valve 57 is provided. Here, the vent valve 57 is arranged between the first holding valve 53 and the second holding valve 55. However, it can also be provided that the vent valve 57 is arranged between the redundancy connection 5 and one of the holding valves 53, 55, or that both holding valves 53, 55 are arranged between the redundancy connection 5 and the vent valve 57.

[0059] The vent valve 57 here is an electronically switchable 3 / 2-way valve. In the switching position shown in Fig. 3, the vent valve 57 connects the two holding valves 53, 55 to one another in a fluid-conducting manner. The vent valve is preferably preloaded into this redundancy switching position. In the second exemplary embodiment, the first electronic control unit 19 is provided for controlling the vent valve 57. However, it can also be provided that the second electronic control unit 25 controls the vent valve 57. By preloading it into the redundancy switching position, the redundancy connection 5 is connected to the redundancy line 51 in the event of a fault in both electronic control units 19, 25, and the redundancy pressure pR can be used as the control pressure for the first main valve arrangement 17 and the second main valve arrangement 23.

[0060] By providing corresponding seventh control signals S7, the vent valve 57 can be switched to a venting position 58. In this venting position 58, a first vent valve connection 57.1 is fluidly connected to a second vent valve connection 57.2. The first vent valve connection 57.1 is connected to the vent 43, while the second vent valve connection 57.2 is connected to the first holding valve 53. When the vent valve 57 is in the venting position 58, the first control line 35 can be vented via the first outlet valve 29 and the first holding valve 53. For this purpose, the first electronic control unit 19 then provides the seventh control signals S7 for the vent valve 57 in the second exemplary embodiment shown. At the same time, the first electronic control unit 19 does not provide any second control signals S2, so that the outlet valve 29 is open.The second control line 37 of the second channel 35 can be vented by appropriately switching the second outlet valve 39 of the first holding valve 53 and the vent valve 57. In the event of a fault in both control units 19, 25, the control lines 35, 37 can be vented via the redundancy connection 5. For example, venting can then take place via the brake signal transmitter 118 connected to the redundancy connection 5.

[0061] Fig. 4 now schematically shows a third preferred embodiment of the multi-channel brake pressure modulator 1. The mode of operation of the multi-channel brake pressure modulator 1 according to the third embodiment is essentially analogous to the mode of operation of the multi-channel brake pressure modulator 1 according to the first embodiment. One difference is that in the third embodiment, a second supply connection 59 is provided which is connected to the second compressed air supply 116. In this embodiment, the first compressed air supply 112 therefore provides supply pressure pV for the first channel 7 via the supply connection 3. In contrast to the first embodiment of the multi-channel brake pressure modulator 1, in the embodiment according to Fig. 4 the second channel 9 is supplied with supply pressure pV from the second compressed air supply 116 and via the second supply connection 59.By using second compressed air supplies 112, 116, reliability can be increased and / or a more flexible integration into the braking system 100 can be enabled.

[0062] Fig. 5 now schematically shows a fourth preferred embodiment of the multi-channel brake pressure modulator 1. In this embodiment of the multi-channel brake pressure modulator 1, no redundancy port 5 is provided. Therefore, no holding valves 53, 55 are provided in the fourth embodiment. However, it should be understood that a redundancy port 5 could also be provided in the fourth embodiment. The function of the first channel 7 and the second channel 9 during normal operation is essentially analogous to that explained above with reference to the first embodiment.

[0063] In the multi-channel brake pressure modulator 1 according to Fig. 5, in the case of redundancy, a brake pressure pB1, pB2 is provided as the control pressure pS for the first main valve arrangement 17 or the second main valve arrangement 23. In the fourth exemplary embodiment of the multi-channel brake pressure modulator 1, the redundancy circuit 45 therefore does not connect the two control lines 35, 37. In the fourth exemplary embodiment of the multi-channel brake pressure modulator 1, the redundancy circuit 51 comprises two redundancy sub-circuits 61, 63. However, in other variants, only one of the redundancy sub-circuits 61, 63 may be provided. A first redundancy sub-circuit 61 connects a first brake pressure connection 65, which in the embodiment according to Fig. 5 and preferably corresponds to the relay valve working connection 39.4, to the second control line 37. The first brake pressure pB1 output at the first relay valve 39 can therefore be provided as control pressure pS for the second channel 9 or its second main valve arrangement 23.Analogously, the second redundancy sub-circuit 63 connects a second brake pressure connection 67 to the first control line 35. The second brake pressure connection 67 is a working connection of the second relay valve 41, so that in the case of redundancy, the second brake pressure pB2 can be provided as the control pressure pS for the first main valve arrangement 17. In the fourth exemplary embodiment, the first redundancy sub-circuit 61 comprises the first redundancy valve 47, and the second redundancy sub-circuit 63 comprises the second redundancy valve 49. The first redundancy valve 47 is controllable by the first electronic control unit 19, and the second redundancy valve 49 is controllable by the second electronic control unit 25. Here, the redundancy valves 47, 49 are essentially identical.

[0064] In contrast to the first exemplary embodiment, the redundancy valves 47, 49 are not designed as 2 / 2-way valves, but as 3 / 2-way valves. The first redundancy valve 47 has a redundancy switching position and a venting position, the venting position being shown in Fig. 5. In the venting position, the first redundancy valve 47 connects the second outlet valve 33 of the second channel 9 to a vent 43. For the sake of simplicity, a total of four vents 43 are shown in Fig. 5. However, it should be understood that the multi-channel brake pressure modulator 1 can also have only one, two, three, or more than four vents 43. In the venting position 43, into which the first redundancy valve 47 is preferably preloaded, the redundancy valve 47, together with the second outlet valve, allows venting of the second control line 37.

[0065] In the event of a fault in the second electronic control unit 25, the second outlet valve 33 opens automatically, as in this exemplary embodiment (Fig. 5) it is preloaded into the open switching position. The first electronic control unit 19, which is functional in this example, provides the third control signals S3 to the first redundancy valve 47 as needed, thus switching it from the venting position to the redundancy switching position. In the redundancy switching position, a first redundancy valve connection 47.1 of the first redundancy valve 47 is fluidly connected to a second redundancy valve connection 47.2 of the first redundancy valve 47. The first redundancy valve connection 47.1 is connected to the first brake pressure connection 65. The first redundancy sub-circuit 61 thus allows the first brake pressure pB1 to be supplied to the control line 37 or via the first redundancy valve connection 47.1, the second redundancy valve connection 47.2 and the second outlet valve 33.a control connection of the second main valve arrangement 23. Analogously, the second redundancy subcircuit 63 allows the second brake pressure pB2 output at the second brake pressure connection 67 to be provided as the control pressure pS for the first main valve arrangement 17.

[0066] Reference symbol (part of the description)

[0067] Multi-channel brake pressure modulator

[0068] Storage connection

[0069] Redundancy connection first channel second channel first working connection second working connection first pilot unit first main valve arrangement first electronic control unit second pilot unit second main valve arrangement second electronic control unit first inlet valve first inlet valve connection second inlet valve connection,

[0070] Inlet valve working connection first connection first exhaust valve first exhaust valve connection;

[0071] Exhaust valve inlet port second exhaust valve port;

[0072] Exhaust valve outlet connection second connection second inlet valve second inlet valve working connection second exhaust valve second exhaust valve inlet connection second exhaust valve outlet connection35 first control line second control line first relay valve

[0073] Relay valve supply connection Relay valve vent connection

[0074] Relay valve working connection

[0075] Relay valve control connection, first control connection second relay valve

[0076] Relay valve control connection, second control connection

[0077] Ventilation

[0078] Redundancy circuit first redundancy valve first redundancy valve connection second redundancy valve connection second redundancy valve

[0079] Redundancy line first holding valve second holding valve

[0080] Vent valve first vent valve connection second vent valve connection

[0081] Bleeding position second supply connection first redundancy sub-circuit second redundancy sub-circuit first brake pressure connection second brake pressure connection

[0082] Brake system a, 102b Rear axle brake actuators

[0083] Rear axle brake circuit, first brake circuit a, 106b front axle brake actuators

[0084] Front axle brake circuit, second brake circuit

[0085] ABS valve first compressed air supply second compressed air supply

[0086] Brake value sensor autonomous unit

[0087] Brake signal line

[0088] Trailer brake circuit 124 third compressed air supply

[0089] 126 trailer module

[0090] 128 Trailer control line

[0091] 200 vehicles

[0092] 202 commercial vehicles

[0093] ECU main control unit

[0094] HA rear axle pB1 first brake pressure pB2 second brake pressure pBHA rear axle brake pressure pBVA front axle brake pressure

[0095] PR redundancy pressure

[0096] PV reservoir pressure

[0097] S1, S2, S3, S4, control signals

[0098] S5, S6, S7

[0099] SB brake signal

[0100] ST trailer control signals

[0101] VA front axle

Claims

Patent claims 1. An electropneumatic multi-channel brake pressure modulator (1) for a commercial vehicle (202), comprising at least one first supply connection (3, 59) for connecting a first compressed air supply (112, 116) for providing supply pressure (pV) at the first supply connection (3, 59), at least one first channel (7) and a second channel (9), wherein the first channel (7) comprises a first working connection (11), a first electropneumatic pilot control unit (15) and a first main valve arrangement (17), and wherein the second channel (9) comprises a second working connection (13), a second electropneumatic pilot control unit (21) and a second main valve arrangement (23), a first electronic control unit (19) for controlling the first electropneumatic pilot control unit (15); a second electronic control unit (25) for controlling the second electropneumatic pilot control unit (21), wherein the first electropneumatic pilot control unit (15) is designed toto receive supply pressure (pV) from the supply connection (3, 59) and to provide a first control pressure (pS1) in dependence on first control signals (S1) provided by the first electronic control unit (19) to the first electropneumatic pilot control unit (15), wherein the second electropneumatic pilot control unit (21) is designed to receive supply pressure (pV) from the supply connection (3, 59) and to provide a second control pressure (pS2) in dependence on second control signals (S2) provided by the second electronic control unit (25) to the second electropneumatic pilot control unit (21), wherein the first main valve arrangement (17) is designed to receive the first control pressure (pS1) and to provide a volume-amplified first brake pressure (pB1) corresponding to the received first control pressure (pS1) at the first working connection (11),wherein the second main valve arrangement (23) is designed to receive the second control pressure (pS2) and to provide a volume-amplified second brake pressure (pB2) corresponding to the received second control pressure (pS2) at the second working port (13), characterized in that, a first connection (28) which connects the first pilot control unit (15) to the first main valve arrangement (17) for providing the first control pressure (pS1) is free of selectively switchable elements, a second connection (30) which connects the second pilot control unit (21) to the second main valve arrangement (23) for providing the second control pressure (pS2) is free of selectively switchable elements, and wherein the electropneumatic multi-channel brake pressure modulator (1) further comprises a redundancy circuit (45) for providing a first pressure (pS1, pB1) of the first channel (7) as a control pressure (pS) for the second main valve arrangement (23) for controlling the second brake pressure (pB2) in the case of redundancy and / or for providing a second pressure (pS2, pB2) of the second channel (9) as a control pressure (pS) for the first main valve arrangement (17) for controlling the first brake pressure (pB1 ) in the case of redundancy.

2. Electropneumatic multi-channel brake pressure modulator (1) according to claim 1, wherein the first pilot control unit (15) of the first channel (7) has a first inlet valve (27) for controlling the first control pressure (pS1) and a first outlet valve (29), wherein the second pilot control unit (21) of the second channel (9) has a second inlet valve (31) for controlling the second control pressure (pS2) and a second outlet valve (33).

3. Electropneumatic multi-channel brake pressure modulator (1) according to claim 2, wherein the redundancy circuit (45) connects the first pilot control unit (15) of the first channel (7) for providing the first control pressure (pS1) at the second main valve arrangement (23) at least indirectly to the second main valve arrangement (23), and / or wherein the redundancy circuit (45) connects the second pilot control unit (21) of the second channel (9) for providing the second control pressure (pS2) at the first main valve arrangement (17) at least indirectly to the first main valve arrangement (17).

4. Electropneumatic multi-channel brake pressure modulator (1) according to claim 3, wherein the first channel (7) has a first control line (35) connecting the first pilot control unit (15) to the first main valve arrangement (17), wherein the second channel (9) has a second control line (37) connecting the second pilot control unit (21) to the second main valve arrangement (23), wherein the redundancy circuit (45) connects the first control line (35) to the second control line (37).

5. Electropneumatic multi-channel brake pressure modulator (1) according to claim 4, wherein the redundancy circuit (45) has a first redundancy valve (47), and wherein the redundancy circuit (45) connects the first control line (35) to the second control line (37) indirectly via the redundancy valve (47).

6. Electropneumatic multi-channel brake pressure modulator (1) according to claim 5, wherein the redundancy circuit (45) between the first control line (35) and the second control line (37) further comprises a second redundancy valve (49).

7. Electropneumatic multi-channel brake pressure modulator (1) according to claim 6, wherein the first redundancy valve (47) is an electronically switchable redundancy valve (47) and the second redundancy valve (49) is an electronically switchable redundancy valve (49), wherein the first electronic control unit (19) is designed to control the first redundancy valve (47), and wherein the second electronic control unit (25) is designed to control the second redundancy valve (49).

8. Electropneumatic multi-channel brake pressure modulator (1) according to claim 3, wherein the first outlet valve (29) of the first pilot control unit (15) has a first outlet valve inlet connection (29.1) which is connected to a first inlet valve working connection (27.2) of the first inlet valve (27), and a first outlet valve outlet connection (29.2), wherein the second outlet valve (33) of the second pilot control unit (21) has a second outlet valve inlet connection (33.1) which is connected to a second inlet valve working connection (31.2) of the second inlet valve (31), and a second outlet valve outlet connection (33.2), wherein the redundancy circuit (45) connects the first outlet valve outlet connection (29.2) of the first outlet valve (29) of the first channel (7) with the second outlet valve outlet connection (33.2) of the second Outlet valve (33) of the second channel (9).

9. Electropneumatic multi-channel brake pressure modulator (1) according to claim 8, further comprising a switchable vent valve (57) with a vent position (58), wherein the vent valve (57) is connected to the first outlet valve outlet port (29.2) of the first outlet valve (29) and in the venting position (58) connects the first outlet valve outlet connection (29.2) to a vent (43) of the electropneumatic multi-channel brake modulator (1), and / or wherein the vent valve (57) is connected to the second outlet valve outlet connection (33.2) of the second outlet valve (33) and in the venting position (58) connects the second outlet valve outlet connection (33.2) to a vent (43) of the electropneumatic multi-channel brake modulator (1).

10. Electropneumatic multi-channel brake pressure modulator (1) according to one of claims 1 to 9, further comprising a redundancy connection (5) for providing a redundancy pressure (pR).

11. Electropneumatic multi-channel brake pressure modulator (1) according to claim 10, wherein the redundancy pressure (pR) can be controlled as a control pressure (pS) at the first main valve arrangement (17) if the first electronic control unit (19) has a fault, and / or wherein the redundancy pressure (pR) can be controlled as a control pressure (pS) at the second main valve arrangement (23) if the second electronic control unit (25) has a fault.

12. Electropneumatic multi-channel brake pressure modulator (1) according to claim 10 or 11, further comprising a first electronically controllable holding valve (53) and a second electronically controllable holding valve (55), wherein the first electronically controllable holding valve (53) and the second electronically controllable holding valve (55) connect the redundancy connection (5) to the redundancy circuit (45), wherein preferably the first electronic control unit (19) is provided for controlling the first electronically controllable holding valve (53) and the second electronic control unit (25) is preferably provided for controlling the second electronically controllable holding valve (55).

13. Electropneumatic multi-channel brake pressure modulator (1) according to claim 2, wherein the redundancy circuit (45) connects a first brake pressure connection (65) of the first main valve arrangement (17) at least indirectly to a second control connection (41.4) of the second main valve arrangement (23) in order to be able to provide the first brake pressure (pB1) as a control pressure (pS) to the second main valve arrangement (23), wherein the redundancy circuit (45) connects the first brake pressure connection (65) to the second control connection (41.4), preferably via a second outlet valve (33) of the second channel (9), and / or wherein the redundancy circuit (45) connects a second brake pressure connection (67) of the second main valve arrangement (23) at least indirectly to a first control connection (39.4) of the first main valve arrangement (17) in order to be able to provide the second brake pressure (pB2) as a control pressure (pS) at the first main valve arrangement (17), wherein the redundancy circuit (45) connects the second brake pressure connection (67) to the first control connection (39.4), preferably via a first outlet valve (29) of the first channel (7).

14. A braking system (100) for a commercial vehicle (202), comprising a first brake circuit (104), a second brake circuit (108) and an electropneumatic multi-channel brake modulator (1) according to one of claims 1 to 13, wherein the first working connection (11) of the first channel (7) of the multi-channel brake modulator (1) is connected to the first brake circuit (104) for providing the first brake pressure (pB1), and wherein the second working connection (13) of the second channel (9) of the multi-channel brake modulator (1) is connected to the second brake circuit (108) for providing the second brake pressure (pB2).

15. Braking system (100) according to claim 14, comprising a first voltage supply for supplying the first electronic control unit (19) with electrical energy, and a second voltage supply for supplying the second electronic control unit (21) with electrical energy, wherein the first voltage supply and the second voltage supply are preferably operable independently of one another.

16. Braking system (100) according to claim 14 or 15, further comprising an autonomous unit (119), a first bus system connected to the autonomous unit (119), in particular a first CAN bus, and a second bus system connected to the autonomous unit (119), in particular a second CAN bus, wherein the first electronic control unit (19) of the multi-channel brake modulator (1 ) is connected to the first bus system for providing and / or receiving signals. and wherein the second electronic control unit (21) of the multi-channel brake modulator (1) is connected to the second bus system for providing and / or receiving signals.

17. A commercial vehicle (202) comprising a braking system (100) according to one of claims 14 to 16.

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