Electro-pneumatic service brake device with feedback of the service brake pressure

Abstract

The invention relates to an electro-pneumatic service brake device (100) of a vehicle, comprising at least the following: a foot brake module (FBM) which comprises at least one control piston (12) which can be actuated by the service brake actuating element (10), at least one pressure modulator (1C-EPM) which can be pneumatically controlled by a control pressure (pR) and which is designed and configured to generate a service brake pressure (pB) for at least one service brake cylinder (WBC) depending on the control pressure (pR) at a pressure modulator working connection (69), means (ECU 1, FBMCM) for generating a first actuating force (F1) on the at least one control piston (12), comprising a first electronic controller (ECU1), and an electro-pneumatic solenoid valve device (FBMCM), wherein the electro-pneumatic solenoid valve device (FBMCM) can be controlled by the first electronic controller (ECU1) such that it outputs a pneumatic pilot control pressure (pSt) which generates an actuating force (F1) on the at least one control piston (12) of the foot brake module (FBM), wherein the first electronic controller (ECU1) is designed to control the electro-pneumatic solenoid valve device (FBMCM) in a first operating mode, in which the pneumatic pilot control pressure (pSt) is generated in particular only depending on a supply pressure in a compressed air supply (P1), and additionally in a second operating mode, in which the pneumatic pilot control pressure (pSt) is generated in particular only depending on the service brake pressure (pB).

Description

[0001] 2024P00085DE 03.09.2024

[0002] 1

[0003] DESCRIPTION

[0004] Electro-pneumatic service brake system with feedback of the service brake pressure

[0005] The invention relates to an electro-pneumatic service brake device of a vehicle with at least one pneumatic service brake circuit according to the preamble of claim 1. The invention also relates to a vehicle with an electro-pneumatic service brake device according to claim 20.

[0006] Typical electro-pneumatic service brake systems in vehicles have a primary electric service brake circuit and two secondary pneumatic service brake circuits, for example, a front axle brake circuit and a rear axle brake circuit. The secondary pneumatic service brake circuits are used if the primary electric service brake circuit fails. The electric and the two pneumatic service brake circuits operate in response to a brake request signal, which is provided by a foot brake module with one electrical channel and two pneumatic channels.

[0007] However, it should also be possible to operate the vehicle autonomously without a driver using an autopilot control system, particularly with regard to the secondary pneumatic service brake circuits as a legally required redundancy. DE 10 2014 112 014 A1, which discloses a generic electro-pneumatic service brake device, proposes that a control piston of a service brake valve of a foot brake module can be controlled not only by a first actuating force, or instead of this first actuating force generated by a driver via a brake actuation device, but also by a second actuating force. This second force is generated independently of a driver brake request by a pilot pressure produced by a solenoid valve device controlled by an electronic control unit. This electronic control unit can, for example, include a driver assistance function or an autopilot function.

[0008] A disadvantage of this system is that if the driver is not present or is inactive, and the electronic control unit has to perform the service brake functions as part of the autopilot function, then all solenoid valves (inlet solenoid valve, outlet solenoid valve) of the solenoid valve assembly must be actuated by the electronic control unit during every braking maneuver to modulate the pilot pressure for the brake valve. This leads to a high level of noise, especially in the driver's cab where the foot brake module with the solenoid valve assembly is usually located, due to the switching operations of the solenoid valves. Furthermore, the actuation of the solenoid valve assembly during every braking maneuver is also associated with increased wear of the solenoid valves and high electrical energy consumption.

[0009] In contrast, the present invention is based on the objective of specifying measures for an electro-pneumatic service brake system that increase the service life of the solenoid valve system and reduce electrical energy consumption and noise pollution. Furthermore, a vehicle equipped with such an electro-pneumatic service brake system is to be made available. This objective is achieved according to the invention by the features of claims 1 and 20.

[0010] Disclosure of the invention

[0011] The invention presents an electro-pneumatic service brake system for a vehicle with at least one pneumatic service brake circuit, comprising at least the following: a) a foot brake module comprising at least the following: a1) a service brake actuating element operable by a driver of the vehicle, a2) a service brake valve with at least one pneumatic channel, with at least one control piston operable by the service brake actuating element, with a service brake valve supply port for a compressed air supply, with a service brake valve vent port connected to a pressure sink, with a service brake valve working port, and with a poppet valve actuated by the at least one control piston, which is configured to connect the at least one service brake valve working port to the service brake valve supply port or to the service brake valve vent port.a) to generate a control pressure for the at least one pneumatic service brake circuit at the service brake valve working port, b) at least one pressure modulator pneumatically controllable by the control pressure, which is designed and configured to generate a service brake pressure for at least one service brake cylinder depending on the control pressure at a pressure modulator working port, c) means for generating a first actuating force on the at least one control piston, comprising c1) a first electronic control, and c2) an electro-pneumatic solenoid valve assembly, which is connected to a compressed air reservoir via a solenoid valve assembly supply port, to a pressure sink via a solenoid valve assembly vent port, and to the at least one service brake valve via a solenoid valve assembly working port.wherein c3) the electro-pneumatic solenoid valve assembly is controllable by the first electronic control unit such that it controls a pneumatic pilot pressure at the solenoid valve assembly working port, which generates the first actuating force on the at least one control piston of the service brake valve, wherein c4) the first electronic control unit is configured to control the electro-pneumatic solenoid valve assembly in a first operating mode in which the pneumatic pilot pressure is generated, in particular, only depending on the pressure (of the compressed air supply) prevailing at the solenoid valve assembly supply port, wherein d) the electro-pneumatic solenoid valve assembly has a solenoid valve assembly input port via which it is connected to the pressure modulator working port, and wherein e) the first electronic control unit is configuredto additionally control the electro-pneumatic solenoid valve device in a second operating mode, in which the pneumatic pilot pressure is generated solely depending on the service brake pressure.

[0012] The pneumatic service brake circuit can in particular include the following components: the service brake actuating device and the service brake valve with at least one pneumatic channel, the (pneumatic) pressure modulator or the pneumatic part of the pressure modulator, if this is formed, for example, by an electro-pneumatic pressure control module, the at least one service brake cylinder and the at least one compressed air reservoir.

[0013] Therefore, in the first electronic control system, functions are preferably implemented as software which control the electro-pneumatic solenoid valve device in a first operating mode or in a second operating mode, in particular depending on whether the electro-pneumatic service brake device has a fault or a malfunction.

[0014] It can then be provided, in particular, that in normal, undisturbed operation of the electro-pneumatic service brake system, the first electronic control unit controls the electro-pneumatic solenoid valve assembly in the second operating mode, in which the pneumatic pilot pressure is generated, in particular, solely dependent on the service brake pressure or (essentially) corresponds to the service brake pressure. In the second operating mode, the first electronic control unit preferably controls at least one solenoid valve, in particular only a single solenoid valve of the electro-pneumatic solenoid valve assembly, which is connected on the inlet side to a line carrying the brake pressure and on the outlet side to the service brake valve, to a fully open position or holds it in the fully open position in order, for example, to transmit the service brake pressure as pneumatic pilot pressure to the service brake valve or to the at least one control piston.In the service brake valve, at least one control piston is then loaded with the pilot pressure, whereupon the service brake valve generates a control pressure for at least one pressure modulator depending on the pilot pressure.

[0015] This control pressure is then always or permanently present at a pneumatic pressure modulator control input of the pressure modulator in the second operating mode. Therefore, if a fault or malfunction occurs during normal, undisturbed operation of the service brake system, i.e., in the second operating mode during ongoing braking, this control pressure can act at the pneumatic pressure modulator control input of the pressure modulator without any time delay, even before the first electronic control unit can control the inlet / outlet solenoid valve combination in the first operating mode. This results in an advantageously rapid response to a fault or malfunction, particularly during ongoing braking.Since preferably only a single solenoid valve is provided or necessary for controlling the brake pressure by the electro-pneumatic solenoid valve device, the consumption of electrical energy and the noise pollution from valve switching operations can also be advantageously reduced.

[0016] As an alternative to passing the brake pressure through the electro-pneumatic solenoid valve assembly by means of the at least one solenoid valve, it can also be provided that the brake pressure is directed by means of the at least one solenoid valve to a relay valve preferably integrated into the electro-pneumatic solenoid valve assembly, which then controls the pilot pressure as a quantity-amplified brake pressure to the brake valve.

[0017] In contrast, only in the event of a malfunction or fault in the electro-pneumatic service brake system can the first electronic control unit control the electro-pneumatic solenoid valve system in the first operating mode. In the first operating mode, the first electronic control unit preferably switches the at least one solenoid valve, in particular the single solenoid valve of the electro-pneumatic solenoid valve system, which is connected on the inlet side to the line carrying the brake pressure and on the outlet side to the service brake valve, into a closed position, thus preventing the brake pressure from being passed on as pilot pressure to the brake valve. The pilot pressure for the brake valve is then...for which at least one control piston is generated by actuating an inlet / outlet valve combination of the electropneumatic solenoid valve assembly by means of the first electronic control unit based on the supply pressure of a compressed air reservoir. This does require more frequent switching operations on a larger number of solenoid valves of the electropneumatic solenoid valve assembly. However, since this fault or malfunction is a rare, exceptional case, this is of lesser significance.

[0018] The electro-pneumatic solenoid valve device can therefore be controlled by the first electronic control in such a way that in the first operating mode the pneumatic pilot pressure is generated independently of the service brake pressure.

[0019] To increase reliability, the compressed air supply connected to the solenoid valve supply port can be separate or independent from another compressed air supply that supplies a pressure modulator supply port of the pressure modulator.

[0020] Therefore, the electro-pneumatic solenoid valve device can preferably comprise at least the following: a) An inlet-outlet solenoid valve combination, which is controlled by the first electronic control unit, in particular only in the first operating mode, in order to generate the pneumatic pilot pressure at the solenoid valve device working port depending on the pressure prevailing at the solenoid valve device supply port, and b) at least one solenoid valve, with a flow position and a blocking position, wherein in the flow position the solenoid valve device inlet port is connected to the solenoid valve device working port and in the blocking position this connection is blocked.

[0021] Preferably, the inlet-outlet solenoid valve combination and the at least one solenoid valve are connected in parallel with respect to the solenoid valve assembly working port, i.e., they can control the pressure at the solenoid valve assembly working port independently of each other.

[0022] According to a further development, in the open position of at least one solenoid valve, the inlet port of the solenoid valve assembly can be connected to the working port of the solenoid valve assembly by a restrictor. This ensures that even if at least one solenoid valve fails, the brake pressure can be regulated within certain limits via the inlet-outlet solenoid valve combination, reduces the influence on the foot brake module during braking by the driver, prevents a self-reinforcing effect, and reduces air loss during braking when the foot brake module is not actuated.

[0023] The at least one solenoid valve, in particular a single solenoid valve, can also be controlled by the first electronic control a) in the first operating mode to the closed position and b) in the second operating mode to the open position.

[0024] Further, at least one solenoid valve can comprise a 2-way solenoid valve that assumes the open position when de-energized and the closed position when energized. The inlet-outlet solenoid valve combination can also include at least: a) at least one inlet valve which, in an open position, connects the solenoid valve assembly's supply port to the solenoid valve assembly's working port and, in a closed position, blocks this connection; b) at least one outlet valve which, in an open position, connects the solenoid valve assembly's vent port to the solenoid valve assembly's working port and, in a closed position, blocks this connection.

[0025] In particular, the inlet valve can assume a closed position when de-energized and a flowing position when energized, and the outlet valve can assume a flowing position when de-energized and a closed position when energized. It is also possible to interpose a relay valve between the inlet and outlet valves on the one hand, and the solenoid valve assembly's working port on the other.

[0026] Particularly preferably, at least one pressure sensor may also be provided which detects an actual value of the pilot pressure and, together with the electro-pneumatic solenoid valve device and the first electronic control unit, forms a pilot pressure regulator for controlling the pneumatic pilot pressure.

[0027] The electro-pneumatic service brake system may also include: a) means for detecting a fault or malfunction in the electro-pneumatic service brake system, in which case b) in particular only the first operating mode applies if the means for detecting a fault or malfunction in the electro-pneumatic service brake system have detected a fault or malfunction in the electro-pneumatic service brake system, and c) in particular only the second operating mode applies if the means for detecting a fault or malfunction in the electro-pneumatic service brake system have not detected a fault or malfunction in the electro-pneumatic service brake system.

[0028] Further measures for detecting a malfunction or fault in the electro-pneumatic service brake system can include at least one electronic control unit, in particular the first electronic control unit. This control unit can be specifically designed to monitor the electro-pneumatic service brake system and to detect the fault or malfunction of the electro-pneumatic service brake system.

[0029] In the electro-pneumatic service brake system, the foot brake module can also have an additional electrical channel which generates an electrical brake request signal depending on the actuation of the service brake actuator.

[0030] The electro-pneumatic service brake system can also have a second electronic control unit, which is independent of the first electronic control unit and generates an electrical brake request signal, for example, dependent on or independent of an actuation of the foot brake module. The second electronic control unit can, in particular, be a central brake control unit of the electro-pneumatic service brake system, especially an EBS control unit if the electro-pneumatic service brake system is an EBS.

[0031] The first electronic control unit can monitor the second electronic control unit as part of external monitoring. The second electronic control unit can also report a fault or malfunction to the first electronic control unit as part of self-monitoring, which then switches the control of the electro-pneumatic solenoid valve unit from the second operating mode to the first operating mode.

[0032] The first electronic control unit and / or the second electronic control unit may integrate or implement an autopilot control unit or a control unit for an assistance system, which generates the electric brake request signal. It may also be provided that the first electronic control unit and / or the second electronic control unit receive the electric brake request signal from a third electronic control unit and then forward it, modified or unchanged, wherein an autopilot control unit or a control unit for an assistance system is integrated or implemented in the third electronic control unit.

[0033] Preferably, the at least one pressure modulator can comprise at least one single- or multi-channel pressure control module, which, in particular, on the basis of a reservoir pressure in a compressed air reservoir, a) primarily regulates the brake pressure depending on the electrical brake request signal, and b) secondarily, in particular in the event of a fault or malfunction in the electrical control, is pneumatically controlled by the control pressure to generate the brake pressure.

[0034] The electro-pneumatic service brake system additionally includes an electrical brake circuit, which comprises, for example, the electrical channel of the foot brake module, an electronic brake control unit, and the electrical part of at least one pressure control module. The electronic brake control unit can be integrated into a single pressure control module or distributed across several pressure control modules.

[0035] Alternatively or additionally, the means for detecting a malfunction or fault in the electro-pneumatic service brake system can include the second electronic control unit, which then detects the fault or malfunction as part of self-monitoring.

[0036] In the case of the electro-pneumatic service brake system, the first electronic control unit can also be supplied with electrical current by a first electrical energy source, which is independent of a second electrical energy source that supplies the second electronic control unit with electrical current.

[0037] The at least one pressure control module can, for example, comprise or be formed by a front axle pressure control module, a rear axle pressure control module and / or a trailer control module.

[0038] In the electro-pneumatic service brake system, at least one service brake valve can also be designed such that, by actuating the service brake actuating device, a second actuating force is applied to the at least one control piston.

[0039] The service brake valve can also be designed so that the first actuating force is parallel and in the same direction or opposite in direction to the second actuating force.

[0040] In the electro-pneumatic service brake system, it may be further specified that the service brake valve comprises at least one double-seat valve, which includes an inlet seat connected to the service brake valve supply port and an outlet seat connected to the service brake valve vent port. Furthermore, at least one service brake cylinder may be connected to the pressure modulator working port in the electro-pneumatic service brake system.

[0041] The invention also includes a vehicle which has an electropneumatic service brake device as described above.

[0042] drawing

[0043] Exemplary embodiments of the invention are shown in the drawing below and explained in more detail in the following description. The drawing shows

[0044] Fig. 1 shows a schematic circuit diagram of an electropneumatic service brake device with a foot brake module having two pneumatic channels and with an electro-pneumatic solenoid valve device for pneumatic control of a service brake valve of the foot brake module according to a preferred embodiment;

[0045] Fig. 2 shows a cross-sectional view of a foot brake module of the electropneumatic service brake system of Fig. 1;

[0046] Fig. 3 shows a schematic circuit diagram of the electro-pneumatic solenoid valve assembly, the foot brake module and part of the electro-pneumatic service brake assembly of Fig. 1.

[0047] Description of the exemplary implementations

[0048] Fig. 1 shows a schematic circuit diagram of an electropneumatic service brake system 100 of a vehicle, in particular a heavy commercial vehicle with, for example, two axles, a front axle VA and a rear axle HA. The vehicle is designed to tow at least one trailer (not shown) and has a trailer control module TCM for this purpose. The electropneumatic service brake system 100 here includes, for example, an electronically controlled braking system (EBS), which has been extended by the invention described below.

[0049] The electro-pneumatic service brake system 100, for example, has a front axle service brake circuit, a rear axle service brake circuit, and a trailer brake circuit. All brake circuits are primarily electrically controlled and secondarily pneumatically controlled in case the electrical control fails due to a fault or malfunction.

[0050] The electropneumatic service brake system 100 comprises a foot brake module FBM, shown in more detail in Fig. 2, with a brake valve mechanically actuated by a service brake actuating element 10, which here, for example, has an electrical channel A and two pneumatic channels, including a pneumatic front axle channel C1. This front axle channel C1, based on a reservoir pressure in a front axle compressed air reservoir P1, controls a pneumatic front axle control pressure pR1 for a single-channel front axle pressure control module EPM 1 C and, for example, also for a trailer control module TCM. Furthermore, the foot brake module FBM also includes a pneumatic rear axle channel C2, which, based on a reservoir pressure in a rear axle compressed air reservoir P2, controls a pneumatic rear axle control pressure pR2 for a dual-channel rear axle pressure control module EPM C2.The trailer control module TCM, for example, is designed here like the front axle pressure control module EPM 1 C as a single-channel pressure control module with local intelligence. Alternatively, the trailer control module TCM can also be implemented without local intelligence.

[0051] The pressure control modules EPM C1, EPM C2 and TCM represent examples of pneumatically and, for example, also electrically controllable pressure modulators, with which a modulated service brake pressure pB is controlled into pneumatic service brake cylinders WBC of the front axle VA and the rear axle as well as the trailer, primarily depending on an electrical brake request signal.

[0052] Such a pressure control module EPM C1, EPM C2, and TCM regulates the brake pressure pB in at least one control channel, which is modulated from the respective supply pressure of a connected compressed air reservoir P1, P2. The front axle brake circuit, or the single-channel pressure control module EPM C1, is supplied with compressed air from the front axle compressed air reservoir P1, the rear axle brake circuit, or the rear axle pressure control module EPM C2, from the rear axle compressed air reservoir P2, and the trailer brake circuit, or the trailer control module TCM, from a trailer compressed air reservoir P3, each via a pressure control module supply connection 70.

[0053] The brake pressure pB is modulated for each channel of the pressure control modules EPM C1, EPM C2, and TCM, depending on a brake signal sB fed into a second electronic control unit (ECU2) at an electrical pressure control module signal input 68. This second ECU2, for example, is a central EBS control unit. The brake signal sB specifies a target brake pressure pBset for each channel, which is then regulated by an integrated valve assembly for each channel, controlled by an integrated control unit. The brake signal sB is generated in the second electronic control unit (ECU2) based on the brake request signal sA. This signal is generated, for example, in an electrical channel A of the foot brake module (FBM) during driver-dependent braking, and by a driver assistance system or autopilot system during automatic or autonomous braking.

[0054] Figure 3 shows the single-channel front axle pressure control module EPM C1 as an example of the other pressure control modules. For brake pressure control pB, a pressure sensor in each channel measures the actual brake pressure pBist and reports it to the integrated control unit of the EPM C1 pressure control module. This unit then corrects any deviation between the target and actual pressure by actuating the relevant valve assembly. Each channel of the valve assembly comprises, for example, an inlet / outlet solenoid valve combination and a pneumatically controlled relay valve. This relay valve is connected to a pressure control module reservoir port 70 on one side and to pressure control module working ports 69 on the other. These working ports are, for example, each directly connected to a service brake cylinder WBC of the front axle VA.For example, the single-channel pressure control module EPM C1 on the front axle VA is used for the joint control of the brake pressures pB in service brake cylinders WBC of the right and left side of the front axle VA and the trailer, and the two-channel pressure control module EPM C2 on the rear axle is used for the separate control of the brake pressures pB in service brake cylinders WBC of the right and left side of the rear axle HA.

[0055] Furthermore, the front axle pressure control module EPM C1, as well as the other pressure control modules EPM C2 and TCM, each incorporates a backup solenoid valve (NO). When the brake pressure control system is functioning correctly, this valve is energized by the second electronic control unit ECU2, thus switching it to the closed position. This prevents the control pressure pR present at a pneumatic pressure control module control input 71 from being transmitted to the integrated relay valve. Only when the power is removed does the spring-loaded backup solenoid valve switch to its open position, allowing the control pressure pR to then control the relay valve towards venting.

[0056] Optionally, especially on the front axle VA, an ABS pressure control valve, preferably controlled by the integrated control electronics, can be arranged between the pressure control module working connections 69 and the service brake cylinders WBC, with which the brake pressures pB, especially on the front axle VA, can then be controlled wheel by wheel or side by side in the sense of brake slip control (ABS) and / or vehicle dynamics control (ESP).

[0057] As mentioned above and best seen from Fig. 2 and Fig. 3, the foot brake module FBM has the service brake actuating device 10 which can be operated by a driver of the vehicle and the service brake valve with the two pneumatic channels C1 , C2.

[0058] The service brake valve, of which only an upper part with the pneumatic front axle channel C1 is shown in Fig. 2 for clarity, has a control piston 12 which can be mechanically actuated by the service brake actuating element 10, a service brake valve supply port 58 for the pneumatic front axle channel C1, which is connected here to the front axle compressed air supply P1, a service brake valve vent port 40 connected to a pressure sink (atmosphere), a service brake valve working port 42, which is connected here to a front axle control line 44 for the pneumatic front axle service brake circuit, and a double seat valve 34 actuated by the control piston 12.The double seat valve 34 is designed to connect the service brake valve working port 42 with the service brake valve supply port 58 or with the service brake valve vent port 40, in order to generate a control pressure pR1 at the service brake valve working port 42, for example for the pneumatic front axle service brake circuit and for the pneumatic trailer brake circuit, which is then routed via the front axle control line 44 to the pneumatic pressure control module control input 71 of the front axle pressure control module EPM 1 C and to a pressure control module control input of the trailer control module TCM.

[0059] Similarly, for the sake of clarity, but not shown in Fig. 2, there is another control piston and another double-seat valve 34' for the pneumatic rear axle channel C2, as well as another service brake valve reservoir connection 58' for the rear axle compressed air reservoir P2 and another service brake valve working connection 42' to direct control pressures pR2 for the pneumatic rear axle service brake circuit to pneumatic pressure control module control inputs of the rear axle pressure control module EPM 2C via rear axle control lines.

[0060] The two pneumatic control pressures PR1 and pR2 form backup pressures in case the primary electrical control of the pressure control modules EPM C1, EPM C2 and TCM fails, whether because the power supply of one or all pressure control modules has failed or because the respective integrated electronic control unit and / or the brake pressure control has a fault or malfunction.

[0061] The FBM foot brake module described here is therefore suitable and intended for controlling pneumatic front axle, rear axle, and trailer backup brake circuits. Alternatively, the FBM foot brake module can also be used in, or is integrated into, a pneumatic service brake system. In such a case, the foot brake module does not have an electrical channel A.

[0062] As can best be seen in Fig. 2, the foot brake module FBM has a housing 2 in which a plunger piston 4 is axially movably mounted with a plunger receptacle 6 that protrudes through an opening in a housing cover. A plunger 8 projects into the plunger receptacle 6 from above and is connected to a service brake actuation element 10 in the form of a foot brake plate. Therefore, when the driver actuates the foot brake plate 10, the plunger 8 presses into the plunger receptacle 6 and the plunger piston 4 is moved downwards by the actuation force shown in Fig. 2.

[0063] The plunger piston 4 transmits the actuating force as a second actuating force F2 to a control piston 12, which is also axially movably mounted in the housing 2, preferably via a plunger piston compression spring 14. The control piston 12 is preferably a double piston with two pistons connected by a piston rod 16, of which a first piston 18 defines a first control chamber 22 and a second piston 20 defines a second control chamber 24. The first control chamber 22 and the second control chamber 24 border on surfaces facing away from each other of an inner wall 26 of the housing 2, which is arranged transversely to the axial direction and through which the piston rod 16 seals. For this purpose, a ring seal 28 is provided in the through-opening.Likewise, at least one of the two pistons 18, 20 of the control piston 12 is sealed on its radially outer circumferential surface against a radially inner circumferential surface of the housing 2 serving as a piston sliding surface by means of a suitable sliding seal 30.

[0064] The piston rod 16 of the control piston 12 has, at its end pointing away from the service brake actuating element 10, an outlet seat 32 of the double-seat valve 34, which seals against a cup-shaped and hollow valve body 36 of the double-seat valve 34 that is axially movably mounted in the housing 2. When lifted from the valve body 34, the outlet seat opens a flow cross-section between a working chamber 38 and a through-opening at the head end of the valve body 36, which leads to a service brake valve vent port 40. The working chamber 38 is connected to the service brake valve working port 42 for the pneumatic front axle service brake circuit, to which the front axle control line 44, leading to the pneumatic service brake cylinders WBC of the front axle, is connected.For example, the second piston 18 of the control piston 12 is pre-tensioned by a control piston compression spring 46, preferably supported on the inner wall 26 and arranged in the second control chamber 24, into the position in which an inlet seat 64 is lifted from the valve body 36 and thereby the service brake cylinders WBC on the front axle VA are vented.

[0065] In the embodiment shown in Fig. 2, the second control chamber 24 is only under atmospheric pressure, with a connection to it (not shown here) in order to prevent compression or expansion forces from being generated on the control piston 12 in the second control chamber 24 when the control piston 12 is moved.

[0066] The first control chamber 22 is connected to a service brake valve control port 48, to which a solenoid valve working port 50 of an electropneumatic solenoid valve assembly FBMCM is connected via a pilot line 80. The electropneumatic solenoid valve assembly FBMCM is connected at a solenoid valve assembly supply port 54 to a supply pressure line 56, which is connected, for example, here to the front axle compressed air supply P1, as shown in Fig. 2 and Fig. 3.

[0067] Furthermore, the foot brake valve FBM for the pneumatic front axle channel C1 has the service brake valve supply connection 58, to which a further supply pressure line 52 is connected, which here is connected to the front axle compressed air supply P1 and which is connected to a storage chamber 60 of the front axle channel C1 of the foot brake module FBM.

[0068] The valve body 36 is pressed against the inlet seat 64 of the double-seat valve 34 by means of a valve body compression spring 62, which is supported at the base of the housing 2 and on the inside of the valve body 36. The inlet seat 64 is formed on a radially inner edge of a central through-bore in a further inner wall 66 of the housing 2. When the valve body 36 is lifted from the inlet seat 64 against the action of the valve body compression spring 62, a flow cross-section is opened between the reservoir port 58 or reservoir chamber 60 and the working chamber 38. This allows a flow of pressurized compressed air into the service brake valve working port 42 for the pneumatic front axle service brake circuit in order to vent the service brake cylinders WBC of the front axle VA.

[0069] In the "Driving" position of the foot brake module FBM, the outlet seat 32 is lifted from the valve body 36, and the service brake valve working port 42 for the pneumatic front axle service brake circuit, and thus also its service brake cylinders WBC, are then connected to the service brake valve vent port 40. This disconnects the active pneumatic service brake cylinders WBC of this pneumatic front axle brake circuit.

[0070] In the FBM foot brake module, the design and functions of the pneumatic rear axle service brake circuit are analogous to the pneumatic front axle service brake circuit described above.

[0071] In the embodiment of the foot brake module FBM of Fig. 2, in addition to the two pneumatic channels C1 and C2, an electrical channel A is provided, with, for example, two redundant displacement sensors 67, preferably arranged axially one behind the other, in particular inductive displacement sensors, which are arranged, for example, in the axial area of ​​the tappet piston 4, in order to measure its actuation path or degree of actuation, which is proportional to the actuation path or degree of actuation of the service brake actuation element 10.The signals from these position sensors 67 are fed, for example, as an electrical brake request signal into the second electronic control unit ECU2, which here is implemented, for example, as the central EBS control unit of the EBS. This unit then sends brake signals sB, possibly corrected by further signals such as load signals, to the pressure control module signal inputs 68 of the pressure control modules EPM C1, EPM C2 of the front axle and the rear axle, as well as the trailer control module TCM, as already described above. In this respect, the electro-pneumatic foot brake module FBM of Fig. 2, for example, is used in the EBS of Fig. 1.

[0072] When the driver now actuates the service brake actuator 10, which corresponds to a driver brake request, the plunger piston 4 is moved downwards, whereby a second actuating force F2 is transmitted via the plunger piston compression spring 14 to the control piston 12, which is then also moved downwards until the outlet seat 32 seals against the valve body 36 and thus closes the connection between the service brake valve working port 42 for the pneumatic front axle service brake circuit and the service brake valve vent port 40, so that no venting of the associated service brake cylinders WBC of the front axle VA can take place.

[0073] Upon further actuation of the service brake actuator 10 in response to the driver's brake request, the valve body 36, with its adjacent outlet seat 32, is forced downwards, lifting away from the inlet seat 64. As described above, this allows compressed air at reservoir pressure to flow from the reservoir chamber 60 into the working chamber 38 and from there into the service brake valve working port 42 for the service brake cylinders WBC of the front axle VA, in order to vent and thus compress them. This is therefore a purely driver-activated braking system, in which, due to the actuating force exerted by the driver on the service brake actuator 10 in response to the driver's brake request, a second actuating force F2 is exerted on the control piston 12 via the plunger piston compression spring 44, ultimately moving it into its vented position.

[0074] In addition, the electro-pneumatic service brake device 100 includes an electro-pneumatic solenoid valve device FBMCM, which is best shown in detail in Fig. 3. This solenoid valve device FBMCM enables electrically controlled venting or aeration of the first control chamber 22 and is, for example, electrically or electronically controlled by a first electronic control unit ECU1 at a solenoid valve device control port 72, which is, for example, separate and independent from the second electronic control unit ECU2.

[0075] The electro-pneumatic solenoid valve assembly FBMCM and the wiring or pneumatic connections between its components can preferably be designed as a unit that has its own housing.

[0076] With the aid of the electro-pneumatic solenoid valve device FBMCM, preferably in a first operating mode and in a second operating mode, a pilot pressure pSt for the control piston 12 can be generated in the first control chamber 22 of the foot brake module FBM. This pilot pressure generates a first actuation force F1 on the control piston 12 that is parallel and in the same direction as, for example, the second actuation force F2 initiated by a driver braking action alone. Venting the control chamber 22 then increases this first actuation force F1, and venting the first control chamber 22 reduces the first actuation force F1 to a minimum of zero.

[0077] Based on Fig. 2, it is easy to imagine that even without a driver's brake request, the first control chamber 22 can be pressurized with a pneumatic pilot pressure pSt for the control piston 12 by actuating the service brake actuator 10. This pressure is generated by the electropneumatic solenoid valve assembly FBMCM, which is controlled by the first electronic control unit ECU1. The electropneumatic solenoid valve assembly FBMCM preferably performs this action in response to brake request signals issued by the first electronic control unit ECU1, which are received by the electropneumatic solenoid valve assembly FBMCM at the electrical solenoid valve assembly control terminal 72.

[0078] These brake request signals can be generated by the first electronic control unit (ECU1) itself, which then integrates, for example, routines of an autopilot control system and / or routines of a driver assistance system or multiple driver assistance systems, such as traction control (ASR), adaptive cruise control (ACC), automatic emergency braking system (AEBS), and / or electronic stability program (ESP). Alternatively, the first electronic control unit (ECU1) receives these brake request signals via an interface from another electronic control unit, in which the autopilot control system and / or the driver assistance system(s) are implemented, and forwards them, modified or unchanged, to the solenoid valve control port 72.

[0079] In other words, the first electronic control unit ECU1 can, for example, feed brake request signals representing an automatic brake request into the solenoid valve control port 72, which are preferably generated as a function of the vehicle's driving conditions within the framework of autonomous control. Depending on these electrical, and preferably autonomous, brake request signals, the electropneumatic solenoid valve FBMCM is then controlled to, in a first operating mode, apply the pneumatic pilot pressure pSt to the service brake valve control port 48 and thus to the first control chamber 22 of the brake valve of the foot brake module FBM, based on compressed air from the front axle compressed air reservoir P1, which then generates the first actuation force F1 there.

[0080] Referring to Fig. 2, the first actuating force F1 resulting from the pneumatic pilot pressure pSt then acts from above on the first piston 18 of the control piston 12, thus in the same direction and parallel with the previously described second actuating force F2, which also acts or would act from above, i.e. in the same direction, on the control piston 12 by actuating the brake actuating element 10.

[0081] If no driver brake request is present, this second actuating force F2 is merely intended to provide, for example, a reference for the direction of action of the first, pneumatically generated actuating force F1. This first actuating force F1 then pushes the control piston 12 downwards in Fig. 2, both to press the outlet seat 32 sealingly against the valve body 36 and to lift the valve body 36 from the inlet seat 64, so that compressed air from the supply pressure line 56 can flow into the working chamber 38 and from there into the service brake valve working port 42 to clamp the service brake cylinders WBC of the front axle VA.

[0082] Depending on the modulation of the pneumatic pilot pressure pSt introduced into the first control chamber 22, it is then possible to set a defined first actuating force F1 on the control piston 12, which in turn results in a corresponding brake pressure pB, so that it is possible to set any brake pressure pB between the value zero and a maximum brake pressure pBmax corresponding to the supply pressure, for example in the front axle compressed air supply P1.

[0083] In the case of a braking operation as described above, initiated solely by a driver's brake request, the electropneumatic solenoid valve device FBMCM is preferably controlled by the first electronic control unit ECU1 into a venting position in which the first control chamber 22 is connected to a pressure sink, e.g. to the atmosphere, to avoid pressure effects that arise as a result of the expansion of the first control chamber 22.

[0084] As shown in particular in Fig. 2 and Fig. 3, the electro-pneumatic solenoid valve assembly FBMCM is connected via the solenoid valve assembly supply port 54, for example, to the front axle compressed air supply P1, to a solenoid valve assembly vent port 73 with a pressure sink, and to the solenoid valve assembly working port 50 via the pilot line 80 with the service brake valve control port 48.

[0085] As already indicated above, the electro-pneumatic solenoid valve assembly FBMCM can be controlled by the first electronic control unit ECU1 in such a way that it controls the pneumatic pilot pressure pSt at the solenoid valve assembly working port 50, which then generates the first actuating force F1 on the control piston 12 of the service brake valve of the foot brake module FBM.

[0086] As described above, the first electronic control unit ECU1 is designed to control the electro-pneumatic solenoid valve unit FBMCM in the first operating mode in order to generate the pneumatic pilot pressure pSt for the service brake valve of the foot brake module FBM, in particular only depending on the supply pressure prevailing at the solenoid valve unit supply port 54, for example in the front axle compressed air supply P1.

[0087] Furthermore, the electro-pneumatic solenoid valve assembly FBMCM has a solenoid valve assembly input port 74, via which it is connected, for example, to the pressure modulator working port 69 of the front axle pressure control module EPM C1. Alternatively or additionally, a (separate) solenoid valve assembly input port could also be provided for the rear axle service brake circuit, into which the brake pressure pB controlled by the rear axle pressure control module EPM 2C is then fed. Fig. 3 is therefore to be understood as merely an example.Furthermore, the first electronic control unit ECU1 is designed to additionally control the electropneumatic solenoid valve unit FBMCM in a second operating mode, in which the pneumatic pilot pressure pSt is generated in particular only depending on the modulated service brake pressure pB, which here, for example, the front axle pressure control module EPM C1 controls at its pressure control module working port 69.

[0088] As shown in particular in Fig. 3, the electro-pneumatic solenoid valve assembly FBMCM can comprise an inlet-outlet solenoid valve combination, here for example consisting of an inlet solenoid valve IV and an outlet solenoid valve AV, which is controlled by the first electronic control unit ECU1, particularly only in the first operating mode, in order to generate the pneumatic pilot pressure pSt at the solenoid valve assembly's working port 50, depending on the pressure prevailing at the solenoid valve assembly's supply port 54, preferably that of the front axle compressed air supply P1. For this purpose, an inlet port 76 of the inlet solenoid valve IV is connected to the solenoid valve assembly's supply port 54, and an outlet port 77 of the inlet solenoid valve IV is connected to the solenoid valve assembly's working port 50.Furthermore, an inlet port 78 of the outlet solenoid valve OV is connected to the solenoid valve device vent port 73 and an outlet port 79 of the outlet solenoid valve OV is connected to the solenoid valve device working port 50.

[0089] The inlet solenoid valve IV and the outlet solenoid valve OV are both designed as 2 / 2-way solenoid valves, each with a closed position and a flow position. The inlet solenoid valve IV is, for example, in the closed position when de-energized and in the flow position when energized, while the outlet solenoid valve OV is in the flow position when de-energized and in the closed position when energized.

[0090] Furthermore, the electro-pneumatic solenoid valve assembly FBMCM comprises, for example, a single feedback solenoid valve FBV, here designed, for example, as a 21-way solenoid valve, with a flow-through position and a blocking position, wherein in the flow-through position the solenoid valve assembly inlet port 74 is connected to the solenoid valve assembly working port 50, and in the blocking position this connection is blocked. In the flow-through position of the feedback solenoid valve FBV, the solenoid valve assembly inlet port 74 can be connected to the solenoid valve assembly working port 50 by a throttle 75. The feedback solenoid valve FBV switches, for example, to the blocking position when energized and to the flow-through position when discharged. The feedback solenoid valve FBV is therefore preferably a normally open (NO) valve.

[0091] Preferably, the inlet-outlet solenoid valve combination IV, OV and the feedback solenoid valve FBV are connected in parallel with respect to the solenoid valve assembly working port 50, i.e., they can control the pressure at the solenoid valve assembly working port 50 independently of each other.

[0092] Furthermore, a pressure sensor 81 can be provided, in particular integrated into the electropneumatic solenoid valve assembly FBMCM, which detects the actual value of the pilot pressure pSt and reports a corresponding value to the first electronic control unit ECU1. The ECU1 then adjusts this actual value to the setpoint value it specifies within a pilot pressure regulator to control the pneumatic pilot pressure pSt by actuating the inlet-outlet solenoid valve assembly IV, OV. Therefore, routines for this pilot pressure control are also integrated into the first electronic control unit ECU1.

[0093] Preferably, the first electronic control unit ECU1 is supplied with electrical energy by a first electrical power supply V1, which is independent of a second electrical power supply V2, which is independent of the first electrical power supply (Fig. 1).

[0094] For example, the first electronic control unit (ECU1) monitors the second electronic control unit (ECU2), which controls the EBS, as part of an external monitoring procedure. Alternatively, the second electronic control unit (ECU2) can report a fault or malfunction in the priority electrical service brake circuits to the first electronic control unit (ECU1) as part of a self-monitoring procedure. Depending on whether a fault or malfunction is detected, the first electronic control unit (ECU1) then controls the electro-pneumatic solenoid valve assembly (FBMCM) in either the first or second operating mode.

[0095] As described above, the first electronic control unit ECU1 is designed to control the electro-pneumatic solenoid valve unit FBMCM in a first operating mode and in a second operating mode, or to switch it from the second operating mode to the first operating mode.

[0096] During normal, undisturbed operation (normal operation) of the electro-pneumatic service brake device 100, i.e., when the second electrical power supply V2, the second electronic control unit ECU 2, and the priority electrical service brake circuits (brake pressure controls in the pressure control modules EPM C1, EPM C2, and TCM) are intact, which the first electronic control unit ECU1 can determine due to the external monitoring preferably used here, the first electronic control unit ECU1 controls the electro-pneumatic solenoid valve device FBMCM in the second operating mode, in which the pneumatic pilot pressure pSt is generated specifically only depending on the service brake pressure pB or corresponds to the service brake pressure pB.Alternatively, it is also possible that in another (relay) valve, for example connected in the pilot line 80, the pilot pressure pSt is generated depending on the service brake pressure pB, for example in the sense of a quantity increase.

[0097] In the second operating mode (normal operation), for example, both the inlet solenoid valve IV and the outlet solenoid valve OV are switched to the closed position by the first electronic control unit ECU1.Furthermore, in the second operating mode, the feedback solenoid valve FBV of the electro-pneumatic solenoid valve unit FBMCM, which is connected on the input side to the solenoid valve unit input port 74 and thus also to the pressure control module output port 69 and on the output side to the solenoid valve unit working port 50 and thus also to the service brake valve control port 48, is switched to the open position or held in the open position by the first electronic control unit ECU1, for example by de-energizing, in order to forward the service brake pressure pB as pneumatic pilot pressure pSt to the service brake valve in order to load the control piston 12 with the first actuating force F1, which results in the generation of the control pressure pR1 for the front axle pressure control module EPM C1 at its pressure control module control input 71.

[0098] During normal operation, the integrated backup solenoid valve, which is connected to the pneumatic pressure control module control input 71 and then energized, is (still) closed, so that this control pressure pR1 cannot (yet) take effect on the relay valve integrated there, but is already present at the backup solenoid valve integrated there (which is still closed).

[0099] In the event of a malfunction or fault in the electro-pneumatic service brake system, for example, a fault or malfunction in the second electrical power source V2 and / or in the second electronic control unit ECU 2 and / or in a local electronic control unit of the pressure control modules EPM C1, EPM C2, TCM, particularly during an ongoing braking process, the backup solenoid valve integrated in the front axle pressure control module EPM C1 (Fig. 3) is released, thereby switching it from the closed position to the open position under spring pressure. The control pressure pR1 previously generated during the functioning part of the braking process can then act on the relay valve integrated there.Depending on the control pressure pR1 at the pressure control module working port 69, the integrated relay valve then controls the service brake pressure pB, which then ensures that the service brake cylinders WBC connected to the front axle pressure control module EPM C1 are engaged.

[0100] This allows the control pressure pR1, which is already present at the backup solenoid valve of the front axle pressure control module EPM C1 under normal, undisturbed conditions, to take effect at short notice in the event of a fault or malfunction, which is particularly advantageous during a fault or malfunction during braking.

[0101] Additionally, in the event of a malfunction or fault in the electro-pneumatic service brake system, the first electronic control unit (ECU1) controls the electro-pneumatic solenoid valve assembly (FBMCM) in the first operating mode. This means that the feedback solenoid valve (FBV) is switched to the closed position, thus preventing the brake pressure (pB) from being transmitted as pilot pressure (pSt) to the brake valve. In this first operating mode, the pilot pressure (pSt) for the brake valve is then generated by the first electronic control unit (ECU1) by controlling the inlet / outlet valve combination (IV / OV) of the electro-pneumatic solenoid valve assembly (FBMCM), based on the reservoir pressure (in this case, the front axle compressed air reservoir, P1). To vent the solenoid valve's working port (50), the first electronic control unit (ECU1) controls the inlet solenoid valve (IV) to the open position and the outlet solenoid valve (OV) to the closed position.To vent the solenoid valve working port 50, the first electronic control unit ECU1 controls the inlet solenoid valve IV to the closed position and the outlet solenoid valve OV to the open position. For modulation of the pilot pressure pSt, the system can alternately switch between venting and purging. This, via the control piston 12 of the brake valve of the foot brake module, also ensures a modulated pilot pressure pR at the pressure control module control input 71. This pressure is then converted by the front axle pressure control module EPM C1 into a similarly modulated brake pressure pB.

[0102] The electro-pneumatic solenoid valve device FBMCM can therefore be controlled by the first electronic control unit ECU1 in such a way that in the first operating mode, i.e. in the event of a malfunction or fault, the pneumatic pilot pressure pSt is generated independently of the service brake pressure pB.

[0103] The mode of operation of the invention has been explained in the above description and in the figures using an example of a pneumatic front axle service brake circuit. However, it is clear that the invention can also be implemented, or alternatively implemented, in the pneumatic rear axle service brake circuit and / or in the trailer brake circuit.

[0104] Reference symbol list

[0105] 100 electropneumatic service brake system

[0106] 2 cases

[0107] 4 tappet pistons

[0108] 6. Tappet holder

[0109] 8 pestles

[0110] 10 Service brake actuation device

[0111] 12 control pistons

[0112] 13 electrical connection

[0113] 14 Piston compression spring

[0114] 16 Piston rod

[0115] 18 first piston

[0116] 20 second piston

[0117] 22 First Tax Chamber

[0118] 24 Second Tax Chamber

[0119] 26 Inner wall

[0120] 28 ring seal

[0121] 30 sliding seals

[0122] 32 Outlet seat

[0123] 34 Double seat valve

[0124] 34' further double seat valve

[0125] 36 valve bodies

[0126] 38 Chamber of Labour

[0127] 40 Service brake valve vent connection

[0128] 42 Service brake valve working connection

[0129] 42' additional service brake valve working connection front axle control line

[0130] Control piston compression spring pneumatic service brake valve control connection

[0131] Solenoid valve assembly - working connection, additional supply pressure line

[0132] Solenoid valve assembly - reservoir connection

[0133] Supply pressure line

[0134] Service brake valve reservoir connection

[0135] pantry

[0136] Valve body compression spring

[0137] Entry seat

[0138] inner wall

[0139] Position sensor, electrical pressure control module signal input

[0140] Pressure control module working connection

[0141] Pressure control module reservoir connection

[0142] Pressure control module control input

[0143] Solenoid valve assembly control connection

[0144] Solenoid valve assembly - vent connection

[0145] Solenoid valve assembly - inlet connection

[0146] throttle

[0147] Input port

[0148] Output connection

[0149] Input port

[0150] Output connection

[0151] Pre-control line FBM foot brake module

[0152] P1 Front axle compressed air supply

[0153] P2 Rear axle compressed air reservoir

[0154] P3 Trailer compressed air supply

[0155] C1 Front axle channel

[0156] C2 Rear axle channel

[0157] A electrical channel pR1 front axle control pressure pR2 rear axle control pressure

[0158] EPM C1 front axle module

[0159] EPM C2 rear axle module

[0160] TCM trailer control module sB brake signal sA brake request signal pB service brake pressure

[0161] V1 first electrical power supply

[0162] V2 second electrical power supply

[0163] IV Inlet solenoid valve

[0164] OV outlet solenoid valve

[0165] FBV feedback solenoid valve

[0166] FBMCM electro-pneumatic solenoid valve assembly pSt pilot pressure pR control pressure

Claims

PATENT CLAIMS 1. Electro-pneumatic service brake system (100) of a vehicle with at least one pneumatic service brake circuit, comprising at least the following: a) a foot brake module (FBM) comprising at least the following: a1) a service brake actuating device (10) operable by a driver of the vehicle, a2) a service brake valve with at least one pneumatic channel (C1, C2), at least one of which a service brake actuating device (10) actuating control piston (12), a service brake valve reservoir port (58) for at least one compressed air reservoir (P1), a service brake valve vent port (40) connected to a pressure sink, a service brake valve working port (42), and a poppet valve (34) actuated by the at least one control piston (12), which is configured to connect the at least one service brake valve working port (42) to the service brake valve reservoir port (58) or to the service brake valve vent port (40) in order to generate a control pressure (pR) for the at least one pneumatic service brake circuit at the service brake valve working port (42), d) at least one pressure modulator (1 C-EPM) pneumatically controllable by the control pressure (pR), which is configured and equipped,to generate a service brake pressure (pB) for at least one service brake cylinder (WBC) depending on the control pressure (pR) at a pressure modulator working port (69), e) means (ECU 1 , FBMCM) for generating a first actuating force (F1 ) on the at least one control piston (12), comprising c1 ) a first electronic control (ECU1 ), and c2 ) an electro-pneumatic solenoid valve assembly (FBMCM) which is connected to a solenoid valve assembly supply port (54) with a compressed air supply (P1 ), with a solenoid valve assembly, The vent port (73) is connected to a pressure sink and to a solenoid valve assembly working port (50) to the at least one service brake valve, wherein c3) the electro-pneumatic solenoid valve assembly (FBMCM) is controllable by the first electronic control unit (ECU1) such that it controls a pneumatic pilot pressure (pSt) at the solenoid valve assembly working port (50), which generates the first actuating force (F1) on the at least one control piston (12) of the service brake valve, wherein c4) the first electronic control unit (ECU1) is configured to control the electro-pneumatic solenoid valve assembly (FBMCM) in a first operating mode in which the pneumatic pilot pressure (pSt) is generated, in particular, only depending on the pressure prevailing at the solenoid valve assembly reservoir port (54), characterized in thatthat f) the electro-pneumatic solenoid valve assembly (FBMCM) has a solenoid valve assembly inlet port (74) via which it is connected to the pressure modulator working port (69), and that g) the first electronic control unit (ECU1) is configured to additionally control the electro-pneumatic solenoid valve assembly (FBMCM) in a second operating mode in which the pneumatic pilot pressure (pSt) is generated, in particular, only depending on the service brake pressure (pB).

2. Electro-pneumatic service brake device according to claim 1, characterized in that the electro-pneumatic solenoid valve device (FBMCM) can be controlled by the first electronic control unit (ECU1) such that in the first operating mode the pneumatic pilot pressure (pSt) is generated independently of the service brake pressure (pB).

3. Electro-pneumatic service brake device according to claim 1 or 2, characterized in that the electro-pneumatic solenoid valve device (FBMCM) comprises at least: a) An inlet-outlet solenoid valve combination (IV, OV) which is controlled by the first electronic control unit (ECU1), in particular only in the first operating mode, to generate the pneumatic pilot pressure (pSt) depending on the pressure prevailing at the solenoid valve device supply port (54), and b) at least one solenoid valve (FBV) with a flow position and a block position, wherein in the flow position the solenoid valve device inlet port (74) is connected to the solenoid valve device working port (50) and in the block position this connection is blocked.

4. Electro-pneumatic service brake device according to claim 3, characterized in that in the open position of the at least one solenoid valve (FBV) the solenoid valve device input port (74) is connected to the solenoid valve device working port (50) by a throttle (75).

5. Electro-pneumatic service brake device according to claim 3 or 4, characterized in that the at least one solenoid valve (FBV) is controlled by the first electronic control unit (ECU1) a) in the first operating mode to the blocked position and b) in the second operating mode to the open position.

6. Electro-pneumatic service brake device according to one of claims 3 to 5, characterized in that the at least one solenoid valve (FBV) comprises a 2 / 2-way solenoid valve which assumes the open position when de-energized and the closed position when energized.

7. Electro-pneumatic service brake device according to one of claims 3 to 6, characterized in that the inlet-outlet solenoid valve combination (IV, OV) comprises at least: a) at least one inlet valve (IV) which in a flow position connects the solenoid valve assembly supply port (54) to the solenoid valve assembly working port (50) and in a blocking position blocks this connection, b) at least one outlet valve (OV) which in a flow position connects the solenoid valve assembly vent port (73) to the solenoid valve assembly working port (50) and in a blocking position blocks this connection.

8. Electro-pneumatic service brake device according to one of the preceding claims, characterized in that at least one pressure sensor (81 ) is provided which detects an actual value of the pilot pressure (pSt) and which together with the electro-pneumatic solenoid valve device (FBMCM) and with the first electronic control unit (ECU1 ) form a pilot pressure regulator for controlling the pneumatic pilot pressure (pSt).

9. Electro-pneumatic service brake device according to one of the preceding claims, characterized in that a) means for detecting a malfunction or fault in the electro-pneumatic service brake device (100) are provided, and that b) in particular, only the first operating mode applies when the means for detecting a malfunction or fault in the electro-pneumatic service brake device (100) have detected a fault or malfunction in the electro-pneumatic service brake device, and c) in particular, only the second operating mode applies when the means for detecting a malfunction or fault in the electro-pneumatic service brake device (100) have not detected a fault or fault in the electro-pneumatic service brake device. Service brake system detected.

10. Electro-pneumatic service brake device according to claim 9, characterized in that the means for detecting a disturbance or fault in the electro-pneumatic service brake device (100) comprise at least one electronic control unit, in particular the first electronic control unit (ECU1 ).

11. Electro-pneumatic service brake device according to one of the preceding claims, characterized in that the foot brake module (FBM) additionally has an electrical channel (A) in which, depending on an actuation of the service brake actuating device, an electrical A brake request signal is generated.

12. Electro-pneumatic service brake device according to one of the preceding claims, characterized in that it comprises a second electronic control unit (ECU2) which generates an electrical brake request signal.

13. Electro-pneumatic service brake device according to claim 11 or 12, characterized in that the at least one pressure modulator (1 C-EPM) comprises at least one single- or multi-channel pressure control module which, based on the supply pressure in a compressed air reservoir (P1 , P2, P3) a) primarily generates and controls the brake pressure (pB) depending on the electrical brake request signal, and b) secondarily, in particular in the event of a fault or disturbance in the electrical control, is pneumatically pre-controlled by the control pressure (pR) to generate the brake pressure (pB).

14. Electro-pneumatic service brake device according to claim 13, characterized in that the first electronic control unit (ECU1 ) is supplied with electrical current by a first electrical energy source (V1 ) which is independent of a second electrical energy source (V2) is which supplies the second electronic control unit (ECU2) with electrical current.

15. Electro-pneumatic service brake device according to claim 13 or 14, characterized in that the at least one pressure control module comprises a front axle pressure control module (EPM C1), a rear axle pressure control module (EPM C2) and / or a trailer control module (TCM).

16. Electro-pneumatic service brake device according to one of the preceding claims, characterized in that the at least one service brake valve is designed such that, by actuating the service brake actuating element (10), a second actuating force (F2) is applied to the at least one control piston (12).

17. Electro-pneumatic service brake device according to claim 16, characterized in that the service brake valve is designed such that the first actuating force (F1) is parallel and in the same direction or opposite direction with respect to the second actuating force (F2).

18. Electro-pneumatic service brake device according to one of the preceding claims, characterized in that the service brake valve comprises at least one double seat valve (34, 34') which includes an inlet seat (64) connected to the service brake valve supply port (58, 58') and an outlet seat (32) connected to the service brake valve vent port (40).

19. Electro-pneumatic service brake device according to one of the preceding claims, characterized in that at least one service brake cylinder (WBC) is connected to the pressure modulator working port (69).

20. Vehicle, characterized in that it has an electro-pneumatic service brake device (100) according to one of the preceding claims.

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