Brake control device and method for actuating a brake

Abstract

The invention relates, inter alia, to a brake control device (100) for actuating a brake (200) of a vehicle. According to the invention, the brake control device (100) has at least one first control channel (21) and a second control channel (22), the first control channel (21) is designed to determine a first braking force value (B1), and the second control channel (22) is designed to determine a second braking force value (B2), and a control module (30) of the brake control device (100) arranged downstream of the first and second control channel (21, 22) is designed to determine the target braking force value (D) defining the target braking force of the brake, taking into account the first and second braking force values (B1, B2) and to transmit the braking force setpoint value (D) to the brake (200).

Description

[0001] Description

[0002] Brake control device and method for controlling a brake

[0003] The invention relates to brake control devices and methods for controlling a vehicle's brake, in particular the brake of a rail vehicle. Pneumatic brakes, controlled by pneumatic control modules, are known in the field of railway engineering. The control system can take the mass to be braked into account by performing a so-called load correction.

[0004] The invention is based on the objective of providing a brake control device that is particularly suitable for use in the field of railway technology.

[0005] This problem is solved according to the invention by a brake control device with the features according to claim 1. Advantageous embodiments of the brake control device according to the invention are specified in the dependent claims.

[0006] According to the invention, the brake control device has at least a first control channel and a second control channel, wherein the first control channel is configured to determine a first braking force value, and wherein the second control channel is configured to determine a second braking force value. A control module of the brake control device downstream of the first and second control channels is configured to determine a target braking force value, which defines the desired braking force of the brake, by taking the first and second braking force values ​​into account, and to transmit the target braking force value to the brake.

[0007] A significant advantage of the brake control device according to the invention is that each control channel performs its own brake force determination, thus achieving significant redundancy which can be used for fault detection and better control of the brake.

[0008] In a particularly advantageous embodiment, the first braking force value takes into account the mass to be braked, and the second braking force value also takes into account the mass to be braked. An advantage of this latter embodiment is that each control channel performs its own load correction, thus achieving significant redundancy that can be used for fault detection and improved brake control.

[0009] Alternatively or additionally, it can be advantageously provided that the first control channel, when determining the first braking force value, takes into account a parameter that changes during the journey by using a current parameter value for this parameter during the journey, and the second control channel, when determining the second braking force value, also takes into account the parameter that changes during the journey by using the current parameter value for this parameter during the journey.

[0010] The parameter that changes during driving can advantageously be the mass to be braked. This is advantageous, for example, if the weight distribution in the vehicle changes during driving.

[0011] It is advantageous if the first control channel, when determining the first braking force value, takes into account the wheel size or at least the wheel size of one of the wheels to be braked by the brake, by using a current wheel size value during the journey, and the second control channel, when determining the second braking force value, also takes into account the wheel size or at least the wheel size, by using the current wheel size value for the wheel size during the journey.

[0012] It is advantageous if the first control channel takes into account the speed, or at least also the speed, of the vehicle to be braked when determining the first braking force value by using a current speed value during the journey, and the second control channel also takes into account the speed, or at least also the speed, of the vehicle to be braked when determining the second braking force value by using the current speed value during the journey.

[0013] It is advantageous if, when determining the first braking force value, the first control channel takes into account one or more additional braking force values, or at least one or more additional braking force values ​​from other brakes acting on the same wheel or wheel group as the brake controlled by the brake control device, and if the second control channel also takes into account the additional braking force value(s), or at least one or more additional braking force values, when determining the second braking force value. At least one of the additional brakes is preferably a brake controlled by the brake control device. Alternatively, it can be advantageously provided that at least one of the additional brakes is a brake controlled by a different brake control device.

[0014] It is considered advantageous if the first control channel determines the first braking force value by including a first sensor value from a first sensor assigned to the first control channel, and the second control channel determines the second braking force value by including a second sensor value from a second sensor assigned to the second control channel, wherein the first sensor value itself indicates the mass to be braked by the brake or, alone or with one or more other pieces of information, in particular one or more sensor values ​​from one or more other sensors assigned to the first control channel, enables the determination of the mass to be braked by the brake, and wherein the second sensor value itself indicates the mass to be braked by the brake or, alone or with one or more other pieces of information, in particular one or more sensor values ​​from one or more other sensors assigned to the second control channel,This enables the determination of the mass to be braked. An advantage of the latter design is that each channel performs its load correction using individually assigned sensor values, meaning that faulty sensors only affect the corresponding control channel.

[0015] In the latter configuration, it is particularly advantageous with regard to a particularly strict separation of the control channels if the first control channel determines the first braking force value excluding the sensor values ​​and / or information from the sensor(s) assigned to the second control channel, and the second control channel determines the second braking force value excluding the sensor values ​​and / or information from the sensor(s) assigned to the first control channel.

[0016] Furthermore, one or more control channels can themselves be multi-channel in the sense of having sub-channels, in order to achieve redundancy within the control channels themselves for error detection and optimization of the control behavior.

[0017] The control channels can meet different SIL standards: For example, it may be sufficient for only one of the control channels to meet the SIL4 safety standard; a lower safety standard, such as SIL2, can be chosen for the other control channels, for example, to reduce manufacturing costs when producing the brake control unit. In such a case, systematic errors can be controlled by the control channel with the highest safety standard; random errors are controlled by the redundancy of the control channels.

[0018] With regard to error detection, it is also advantageous if at least one of the control channels transmits the sensor values ​​of its assigned sensor(s) to the other control channel, and the other control channel subjects the sensor values ​​of its assigned sensor(s) and the sensor values ​​received (from the at least one control channel) to a plausibility check and issues a warning signal if the plausibility check is not passed.

[0019] In one particularly advantageous design variant, the control channels are designed to operate electrically or at least also electrically.

[0020] The control channels are preferably each equipped with an electrically operated interface to process electrical input signals, such as the aforementioned sensor signals and information relating to braking or ground. Such an electrical interface enables, for example, the connection of the control channels to an internal data bus of the vehicle and the reception of input signals via the data bus.

[0021] Additionally or alternatively, the control channels can be equipped with radio or optical interfaces to receive external data or sensor signals in electromagnetic or optical form. The processing of the received data and sensor signals is preferably, or at least partially, electrical. The term "electrical" naturally includes electronic solutions.

[0022] It is advantageous if the control channels each process or can process at least one electrical or at least electrically transmitted measurement signal from a sensor assigned to the respective control channel.

[0023] Electrically operated control channels are therefore understood to be those that operate exclusively electrically or at least partly electrically, electrically and electronically or at least partly electrically and electronically, or exclusively electronically or at least partly electronically. Electronic operation can, for example, involve the use of electronic circuits with, for instance, microprocessors programmed by software. For example, computers can be used to enable particularly complex computing for the purpose of optimizing brake control and fault detection.

[0024] With regard to the further processing of the braking force values ​​supplied by the control channels, it is considered advantageous if the control module outputs the largest of the braking force values ​​transmitted by the control channels as the target braking force value.

[0025] It is particularly advantageous if the control module outputs the highest of the braking force values ​​transmitted by the control channels as the target braking force, provided this exceeds a predefined minimum value, and otherwise outputs the minimum value as the target braking force. In this latter configuration, the inclusion of the minimum value ensures that the braking force cannot become too low, even if all control channels fail completely or, for whatever reason, output excessively low braking force values.

[0026] It is advantageous if the control module determines the target brake force value using an electrically operated device and outputs the target brake force value to the brake in the form of an electrical brake control signal.

[0027] Alternatively, it can also be advantageously provided that the control module determines the target brake force value by means of a pneumatically operating device and outputs the target brake force value to the brake in the form of a pneumatic brake control signal.

[0028] In the latter case, it is particularly advantageous if the control channels determine the braking force values ​​electrically and convert them into pneumatically defined braking force values ​​and transmit them pneumatically to the control module, and the control module processes the pneumatically transmitted braking force values.

[0029] The control channels preferably each comprise an electropneumatic converter that converts the electrically determined braking force value into a corresponding pneumatically defined braking force value.

[0030] With regard to hardware separation of the control channels, it is advantageous if the first and second control channels are implemented in physically separate control channel modules. These control channel modules can be, for example, programmed or programmable computing devices or computers, such as those based on microprocessors. Hardware separation of the control channels advantageously minimizes any potential cross-interference in the event of errors in one control channel. In other words, it can be provided, for example, that the first control channel is provided by a first computing device and the second control channel by a second computing device that is independent of the first.

[0031] Alternatively, the control channels can also be formed by separate software modules that are operated in the same computing facility; in the latter case, the computing facility should preferably achieve a correspondingly high level of safety such as SIL4.

[0032] It can also be advantageous to provide that the control module and the brake to be controlled are structurally integrated in a common braking device.

[0033] The invention also relates to an arrangement with a brake control device as described above, wherein the brake is an electrically controlled brake and the control module outputs the brake force setpoint to the brake in the form of an electrical brake control signal.

[0034] The invention also relates to an arrangement with a brake control device as described above, wherein the brake is a pneumatically controlled brake and the control module outputs the brake force setpoint to the brake in the form of a pneumatic brake control signal.

[0035] The invention also relates to a method for controlling a vehicle's brakes. According to the invention, such a method provides that a first brake force value is determined using a first control channel of a brake control device, in particular a brake control device as described above; a second brake force value is determined using a second control channel of the brake control device; and a control module of the brake control device, downstream of the first and second control channels, determines a target brake force value defining the desired brake force based on the first and second brake force values, and transmits the target brake force value to the brakes.

[0036] Regarding the advantages of the method according to the invention and advantageous embodiments of the method according to the invention, reference is made to the above statements in connection with the brake control device according to the invention and its advantageous embodiments.

[0037] The invention is explained in more detail below with reference to exemplary embodiments; the following are shown as examples:

[0038] Fig. 1 shows an embodiment of a brake control device according to the invention for controlling an external brake without its own control intelligence.

[0039] Fig. 2 shows an embodiment of a brake control device according to the invention, in which a control module is integrated into a brake device, and

[0040] Fig. 3 shows an embodiment of a brake control device according to the invention with a pneumatically operating control module.

[0041] For the sake of clarity, the same reference symbols are always used in the figures for identical or comparable components.

[0042] Figure 1 shows a first embodiment of a brake control device 100 according to the invention, which is equipped with a first and a second control channel 21, 22. The brake control device 100 is designed to control an electric brake 200, as will be explained in more detail below.

[0043] The first control channel 21 is connected to a first sensor 11 and receives a first sensor value A1 from it. The first sensor value A1 can itself indicate the mass to be braked by the brake 200, or, alone or in combination with one or more other pieces of information, enable the determination of the mass to be braked by the brake 200. The first control channel 21 preferably meets safety level SIL 2.

[0044] If, for example, brake 200 is assigned to the chassis of a train car and the braking force of brake 200 is to be matched to the weight force acting on this chassis, then the first sensor value A1 could, for example, be a value indicating the pressure in an air suspension system located between the car body of the car to be braked and the chassis to be braked, which supports the car body in a spring-like manner above the chassis. The chassis can be a single-axle or multi-axle chassis. Alternatively or additionally, other sensor values ​​or information that also relate to the mass to be braked by brake 200 can be transmitted to the first control channel 21.For example, the sensor values ​​or information can specify the total weight of the vehicle to be braked and the number of chassis to be braked, so that the first control channel 21 can determine the mass to be braked by the brake 200, for example, by dividing the total weight by the number of chassis.

[0045] The first control channel 21 determines a braking force value B1 based on the first sensor value A1, or based on the mass to be braked determined with this value. This braking force defines the braking force to be applied by the brake 200 – from the perspective of the first control channel 21. The first control channel 21 will select a higher braking force value B1 the greater the mass to be braked. When determining the braking force value B1, the first control channel 21 can, for example, use a stored table or characteristic curve, such as a mathematical function (e.g., a linear characteristic curve increasing proportionally to the mass), in which the appropriate braking force value B1 is specified or calculated for different load or weight values.

[0046] The first control channel 21 preferably operates at least partially electrically, for example by incorporating one or more microelectronic circuits. Such circuits can include, for example, microprocessors programmed either in hardware or software. For instance, computers can be used to enable particularly complex computational techniques for optimizing brake control and fault detection.

[0047] The second control channel 22 is connected to a second sensor 12 and receives a second sensor value A2 from it. The second sensor 12 is independent of the first sensor 11 and thus generates the second sensor value A2 autonomously from the first sensor 11. The second sensor value A2 can itself indicate the mass to be braked by the brake 200, or, alone or in combination with one or more other pieces of information, enable the determination of the mass to be braked by the brake 200.

[0048] The second control channel 22 preferably meets safety level SIL 4. If the brake 200 – as already discussed in connection with the first control channel 21 – is assigned to a chassis of a train car and the braking force of the brake 200 is to be matched to the weight force acting on this chassis, then the second sensor value A2 can, for example, be a value or pressure value indicating the pressure in the aforementioned air spring, which is arranged between the car body of the car to be braked and the chassis to be braked and which resiliently supports the car body above the chassis. Alternatively, the second sensor value A2 can be a value or pressure value indicating...which specifies the pressure in an air spring other than the one already mentioned and is also arranged between the car body of the car to be braked and the chassis to be braked, and supports the car body in a spring-like manner above the chassis.

[0049] Alternatively or additionally, other sensor values ​​or information relating to the mass to be braked by brake 200 can also be transmitted to the second control channel 22. For example, the sensor values ​​or information can specify the total weight of the vehicle to be braked and the number of chassis to be braked, so that the second control channel 22 can determine the mass to be braked by brake 200, for example, by dividing the total weight by the number of chassis.

[0050] The second control channel 22 determines a second braking force value B2 based on the second sensor value A2, or rather, based on the mass to be braked determined with this value. This braking force defines the braking force to be applied by the brake 200 – from the perspective of the second control channel 22. The second control channel 22 will select a higher braking force value B2 the greater the mass to be braked. When determining the braking force value B2, the second control channel 22 can also use generally known methods, such as those commonly used for brake control with load correction in railway engineering. For example, the second control channel 22 can use the same load correction method as the first control channel 21.

[0051] The second control channel 22 preferably also operates electrically, or at least partially electrically, for example, by incorporating one or more microelectronic circuits. Such circuits can include, for example, microprocessors programmed either in hardware or software. For instance, computers can be used to enable particularly complex computing for optimizing brake control and fault detection. A control module 30 is connected downstream of the two control channels 21 and 22, to which the two control channels 21 and 22 transmit their braking force values ​​B1 and B2. The control module 30 is configured to determine a target braking force D, defining the desired braking force of the brake 200, by incorporating the first and second braking force values ​​B1 and B2, and to transmit this target braking force D to the brake 200.

[0052] Control module 30 determines the target braking force D by selecting the larger of the two available braking force values, B1 and B2. If the braking force value B1 of the first control channel 21 is greater than the braking force value B2 of the second control channel 22, control module 30 selects the first braking force value B1 and transmits it to brake 200; conversely, if the braking force value B2 of the second control channel 22 is greater than the braking force value B1 of the first control channel 21, control module 30 selects the second braking force value B2 and transmits it to brake 200. This selection ensures that insufficient braking force is applied if the two control channels 21 and 22 have determined different braking force values ​​B1 and B2.

[0053] For the sake of clarity, the illustration in Figure 1 uses an example of a brake control unit 100 with only two control channels 21 and 22; of course, three or more control channels can also be present, operating in parallel and transmitting their brake force values ​​to the control module 30. In such a case, the control module 30 will determine the highest of the available brake force values ​​in a similar manner and transmit this value to the brake 200.

[0054] The control module 30 operates electrically, for example by including one or more microelectronic circuits which electronically determine the target braking force D by selecting the largest braking force value, for example by means of appropriate programming.

[0055] To ensure safe braking operation even if all control channels 21 and 22 malfunction and clearly output excessively low or no braking force values ​​B1 and B2 – for example, in the event of a complete failure of all control channels 21 and 22 – the control module 30 outputs a predefined minimum value C as the target braking force D, provided that – during braking operation – the received braking force values ​​B1 and B2 from all control channels 21 and 22 fall below this minimum value C. Since, as mentioned earlier, the brake 200 shown in Figure 1 is an electrically controlled brake 200, the control module 30 outputs the target braking force D to the brake 200 in the form of an electrical brake control signal.

[0056] In the embodiment shown in Figure 1, for the sake of clarity, only a single sensor 11 or 12 is shown for each control channel 21, 22, which outputs a brake-related sensor value A1 or A2; of course, alternatively or additionally, other sensors or devices not shown may also be present, which transmit their sensor values ​​or information relating to brake control to the respective assigned control channel 21 or 22.

[0057] It is advantageous if control channels 21 and 22 are each supplied with sensor values ​​or data from individually assigned sensors or devices and, when determining their braking force value, only consider the sensor values ​​and data of their individually assigned sensors or devices. In the embodiment according to Figure 1, the first control channel 21 will therefore only consider the sensor value A1 of the first sensor 11, but not the sensor value A2 of the second sensor 12; similarly, the second control channel 22 will only consider the sensor value A2 of the second sensor 12, but not the sensor value A1 of the first sensor 11.

[0058] For fault detection, in the embodiment according to Figure 1, it is provided that the control channels 21 and 22 transmit the sensor values ​​or information available to them to the other control channel (or, in the case of more than two control channels, to all other control channels); for this purpose, a data connection E between the control channels 21 and 22 is provided in the brake control device 100 according to Figure 1.

[0059] Control channels 21 and 22 thus have the possibility to compare the sensor values ​​and / or information transmitted to them via the assigned sensors or devices with the sensor values ​​and / or information processed by the other control channels, or to subject them to a plausibility check and to issue a warning signal F1 or F2 if the plausibility check is not passed.

[0060] The control channels can be operated continuously in parallel, both during normal braking, where the aim is to achieve the most material-friendly or passenger-friendly braking performance, and during emergency braking, where the shortest possible braking distance is desired. Alternatively, it can be configured that during normal braking only one of the control channels, for example, the first control channel 21, is active, while the other control channel(s) remain inactive and are only operated in parallel during emergency braking.

[0061] Figure 2 shows a second embodiment of a brake control device 100 according to the invention. In the brake control device 100 according to Figure 2, the control module 30 is integrated into a brake unit 300, which, in addition to the control module 30, includes the brake 200 to be controlled. The brake unit 300 can therefore also be referred to as an intelligent brake 200, since it includes the technical intelligence for processing the brake force values ​​B1 and B2 of the control channels 21 and 22.

[0062] Furthermore, the above statements relating to Figure 1 apply accordingly to the second embodiment according to Figure 2.

[0063] Figure 3 shows a third embodiment of a brake control device 100 according to the invention. In the brake control device 100 according to Figure 3, it is provided that the control module 30 determines the target brake force value D by means of a pneumatically operated control device 31 and outputs the target brake force value D to the brake 200 in the form of a pneumatic brake control signal.

[0064] Control channels 21 and 22 electrically determine the braking force values ​​B1 and B2, then convert these electrically determined values ​​into corresponding pneumatically defined braking force values ​​B1 and B2 using electropneumatic transducers 210 and 220, respectively, and transmit these pneumatically defined braking force values ​​to the pneumatically operated control module 30. The pneumatically defined braking force values ​​B1 and B2 can be transmitted, for example, in the form of compressed air, the respective pressure of which corresponds to the respective pneumatically defined braking force value B1 or B2. The minimum value C is preferably also transmitted in the form of compressed air, the pressure of which corresponds to the minimum value C.

[0065] The pneumatically operated control device 31 of the control module 30 can, for example, be a pressure-sensitive valve that is supplied on the input side with the pressure values, i.e., the pneumatically defined braking force values ​​of the control channels 21 and 22 and the pneumatically defined minimum value C, and outputs compressed air on the output side as the setpoint braking force D, which corresponds to the highest compressed air value applied on the input side. Furthermore, the above statements in connection with Figures 1 and 2 apply accordingly to the third embodiment according to Figure 3.

[0066] The embodiments described above in connection with Figures 1 to 3 assume that the first sensor value A1 and the second sensor value A2 have a mass reference and that the sensors 11 and 12 are designed accordingly, whereby the mass to be braked can be considered constant over time or alternatively updated regularly.

[0067] Alternatively or additionally, sensors 11 and 12 can be used to take into account other time-varying parameters or parameter values ​​during driving. These other variable parameters or parameter values ​​are preferably the current wheel size of the wheel(s) to be braked by brake 200, the current speed of the vehicle to be braked, and / or braking force values ​​of other brakes acting on the same wheel or wheel group as the brake controlled by brake control unit 100.

[0068] Finally, it should be mentioned that the features of all the embodiments described above can be combined with each other in any way to form further embodiments of the invention.

[0069] Furthermore, all features of dependent claims can be combined individually with each of the subordinate claims, either individually or in any combination with one or more other dependent claims, to obtain further embodiments.

[0070] Reference symbol list

[0071] 11 first sensor

[0072] 12 second sensor

[0073] 21 first control channel

[0074] 22 second control channel

[0075] 30 Control module

[0076] 31 Control unit

[0077] 100 Brake control unit

[0078] 200 electrically or otherwise operated, e.g., pneumatic brakes

[0079] 210 electropneumatic converter

[0080] 220 electropneumatic converter

[0081] 300 brake device

[0082] A1 first sensor value

[0083] A2 second sensor value

[0084] B1 braking force value

[0085] B2 braking force value

[0086] C minimum value

[0087] D Braking force setpoint

[0088] E data connection

[0089] F1 warning signal

[0090] F2 Warning signal

Claims

Patent claims 1. Brake control device (100) for controlling a brake (200) of a vehicle, characterized in that - the brake control device (100) has at least a first control channel (21) and a second control channel (22), - the first control channel (21) is designed to determine a first braking force value (B1), and the second control channel (22) is designed to determine a second braking force value (B2), and - a control module (30) of the brake control device (100) downstream of the first and second control channels (21, 22) is designed to determine a target brake force value (D) defining the target brake force of the brake (200) by taking into account the first and second brake force values ​​(B1, B2) and to transmit the target brake force value (D) to the brake (200).

2. Brake control device (100) according to claim 1, characterized in that - the first control channel (21) takes into account at least one parameter that changes during driving when determining the first braking force value (B1), by using a current parameter value for this parameter each time during driving, and - the second control channel (22) also takes into account the parameter that changes during driving when determining the second braking force value (B2), by also using the current parameter value for this parameter during driving, 3. Brake control device (100) according to a preceding claim, characterized in that - the first braking force value (B1) takes into account a mass to be braked by the brake (200) and - the second braking force value (B2) takes into account the mass to be braked by the brake (200).

4. Brake control device (100) according to a preceding claim, characterized in that - the first control channel (21) takes into account the wheel size of one of the wheels to be braked by the brake (200) when determining the first braking force value (B1) by using a current wheel size value during the journey, and - the second control channel (22) also takes the wheel size into account when determining the second braking force value (B2) by using the current wheel size value during driving.

5. Brake control device (100) according to a preceding claim, characterized in that - the first control channel (21) takes into account the speed of the vehicle to be braked when determining the first braking force value (B1) by using a current speed value during the journey, and - the second control channel (22) also takes into account the speed of the vehicle to be braked when determining the second braking force value (B2) by also using the current speed value during the journey.

6. Brake control device (100) according to a preceding claim, characterized in that - the first control channel (21) takes into account, when determining the first braking force value (B1), one or more further braking force values ​​of other brakes acting on the same wheel or wheel group as the brake controlled by the brake control device (100), and - the second control channel (22) also takes into account the further braking force values ​​when determining the second braking force value (B2).

7. Brake control device (100) according to a preceding claim, characterized in that at least one of the other brakes is a brake controlled by the brake control device.

8. Brake control device (100) according to a preceding claim, characterized in that at least one of the other brakes is a brake controlled by another brake control device.

9. Brake control device (100) according to one of the preceding claims, characterized in that - the first control channel (21) determines the first braking force value (B1) taking into account a first sensor value (A1) of a first sensor (11) assigned to the first control channel (21) and - the second control channel (22) determines the second braking force value (B2) taking into account a second sensor value (A2) of a second sensor (12) assigned to the second control channel (22), - wherein the first sensor value (A1) itself indicates the mass to be braked by the brake (200) or, alone or with one or more other indications, in particular one or more sensor values ​​from one or more other sensors assigned to the first control channel (21), enables the determination of the mass to be braked by the brake (200), and - wherein the second sensor value (A2) itself indicates the mass to be braked by the brake (200) or, alone or with one or more other information, in particular one or more sensor values ​​from one or more other sensors assigned to the second control channel (22), enables the determination of the mass to be braked by the brake (200).

10. Brake control device (100) according to one of the preceding claims, characterized in that - the first control channel (21) determines the first braking force value (B1) excluding the sensor values ​​and / or information from the sensor(s) assigned to the second control channel (22) and - the second control channel (22) determines the second braking force value (B2) excluding the sensor values ​​and / or information from the sensor(s) assigned to the first control channel (21).

11. Brake control device (100) according to one of the preceding claims, characterized in that - at least one of the control channels transmits the sensor values ​​of the sensor(s) assigned to it to the other control channel (E) and - the other control channel subjects the sensor values ​​of the sensor(s) assigned to it and the sensor values ​​received from at least one control channel to a plausibility check and issues a warning signal (F1, F2) if the plausibility check is not passed.

12. Brake control device (100) according to one of the preceding claims, characterized in that the control channels operate electrically or at least also electrically and each process at least one electrical or at least electrically transmitted measurement signal from a sensor assigned to the respective control channel.

13. Brake control device (100) according to one of the preceding claims, characterized in that the control module outputs the largest of the brake force values ​​(B1 , B2) transmitted by the control channels as the brake force setpoint (D) if this exceeds a predetermined minimum value (C), and otherwise outputs the minimum value (C) as the brake force setpoint (D).

14. Brake control device (100) according to one of the preceding claims, characterized in that the control module determines the brake force setpoint (D) by means of an electrically operating device and outputs the brake force setpoint (D) to the brake in the form of an electrical brake control signal.

15. Brake control device (100) according to one of the preceding claims, characterized in that the control module determines the brake force setpoint (D) by means of a pneumatically operating device and outputs the brake force setpoint (D) to the brake in the form of a pneumatic brake control signal.

16. Brake control device (100) according to one of the preceding claims, characterized in that the control channels electrically determine brake force values ​​and convert them into pneumatically defined brake force values ​​and transmit them pneumatically to the control module and the control module processes the pneumatically transmitted brake force values.

17. Brake control device (100) according to claim 16, characterized in that the control channels each comprise an electropneumatic converter (210, 220) which converts the electrically determined braking force value into a corresponding pneumatically defined braking force value.

18. Brake control device (100) according to one of the preceding claims, characterized in that the first control channel (21) and the second control channel (22) are implemented in structurally separate control channel modules.

19. Brake control device (100) according to one of the preceding claims, characterized in that the control module (30) and the brake to be controlled (200) are structurally integrated in a common brake device (300).

20. Arrangement with a brake control device (100) according to one of the preceding claims, wherein - the brake (200) is an electrically controlled brake (200) and - the control module (30) outputs the target brake force value to the brake (200) in the form of an electrical brake control signal.

21. Arrangement with a brake control device (100) according to one of the preceding claims, wherein - the brake (200) is a pneumatically controlled brake and - the control module (30) outputs the target brake force value to the brake (200) in the form of a pneumatic brake control signal.

22. Method for controlling a brake (200) of a vehicle, characterized in that - with a first control channel (21) of a brake control device (100), in particular a brake control device (100) according to one of the preceding claims, a first brake force value (B1) is determined, - a second brake force value (B2) is determined using a second control channel (22) of the brake control device (100) and - with a control module (30) of the brake control device (100) downstream of the first and second control channels (21, 22), a target brake force value defining the target brake force of the brake (200) is determined on the basis of the first and second brake force values ​​(B1, B2) and the target brake force value (D) is transmitted to the brake (200).

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