阅读说明：本技术 用于商用车的制动设备、压缩空气制备单元和压缩空气制备单元的使用 (Brake system for a commercial vehicle, compressed air production unit and use of a compressed air production unit ) 是由 S·黑尔 于 2019-01-24 设计创作，主要内容包括：本发明涉及一种用于商用车的电子气动制动设备(1)。所述制动设备(1)具有制动控制模块(8),借助所述制动控制模块能够产生用于行车制动缸(6)的制动压力,所述行车制动缸能够配属于车轴的单个车轮或多个车轮。根据本发明实现对制动控制模块(8)的冗余的压缩空气供给,其中,这些制动控制模块不但与压缩空气储存器(41、42)而且与备用压缩空气储存器(43)连接。(The invention relates to an electronic pneumatic brake system (1) for a commercial vehicle. The brake system (1) has a brake control module (8) by means of which a brake pressure can be generated for service brake cylinders (6) which can be associated with a single wheel or with a plurality of wheels of an axle. According to the invention, redundant compressed air supply to brake control modules (8) is achieved, wherein said brake control modules are connected both to compressed air reservoirs (41, 42) and to a backup compressed air reservoir (43).)

1. An electro-pneumatic brake system (1) for a utility vehicle, having:

a) a first brake control module (8a) by means of which a brake pressure for a service brake cylinder (6a) of a wheel or a service brake cylinder of at least one axle is generated,

b) a second brake control module (8b) by means of which a brake pressure for a service brake cylinder (6b) of at least one wheel or a brake pressure for a service brake cylinder of at least one axle is generated,

c) wherein the brake control module (8a) is connected both to a compressed air reservoir (41) and to a standby compressed air reservoir (43),

it is characterized in that the preparation method is characterized in that,

d) both the first brake control module (8a) and the second brake control module (8b) are connected to the reserve compressed air reservoir (43) or to a reserve compressed air reservoir.

2. The brake apparatus (1) as claimed in claim 1, characterized in that the supply of compressed air by the compressed air reservoir (41, 42) is effected by a safety valve (83).

3. A brake device (1) according to one of the preceding claims, characterized in that the brake control module (8) has a first input interface (44) and a second input interface (45), respectively, wherein,

a) the first input connection (44) and the second input connection (45) open into a common inlet line (48) of the associated brake control module (8), but are preferably blocked relative to one another,

b) the first input connections (44) are each connected to an associated compressed air reservoir (41, 42) and

c) the second input interface (45) is connected to the standby gas reservoir (43).

4. A braking device (1) according to any of the preceding claims, characterized in that the braking device (1) has a compressed air preparation unit (2) which:

a) having a pressure regulator, an air dryer (15) and at least one circuit protection valve (25), and

b) at least one compressed air storage (41, 42) and/or the spare compressed air storage (43) is/are supplied with compressed air.

5. A brake arrangement (1) according to any one of the preceding claims, characterized in that in the brake control module (8),

a) an inlet line or the inlet line (48) is connected to an outlet connection (49) for at least one service brake cylinder (6) via a solenoid valve (50), and

b) the exhaust unit (52) or the exhaust port is connected to the output port (49) via a solenoid valve (53).

6. A brake apparatus (1) according to one of claims 1 to 4, characterized in that in the brake control module (8) one input line or the input line (48) is connected with an output interface (49) for at least one service brake cylinder (6) by a combination of a two-position three-way solenoid valve (74) and a two-position two-way solenoid valve (75).

7. Brake system (1) according to one of claims 1 to 4, characterized in that in the brake control module (8) one inlet line or the inlet line (48) is connected via a relay valve (78) to an outlet connection (49) for at least one service brake cylinder (6), wherein a control connection (79) of the relay valve (78) is connected via a control connection (79) to the at least one service brake cylinder (6)

a) By a combination of a two-position three-way solenoid valve and a two-position two-way solenoid valve, or

b) Two-position two-way electromagnetic valve (76, 77)

Is inflated and deflated.

8. The braking device (1) according to any one of the preceding claims,

a) the compressed air reservoir (41) associated with the first brake control module (8a) forms a backup compressed air reservoir (43) for the second brake control module (8b), and

a) the compressed air accumulator (42) associated with the second brake control module (8b) forms a backup compressed air accumulator (43) for the first brake control module (8 a).

9. The braking device (1) according to any one of claims 4 to 8 when dependent on claim 3,

the output (24c) of the compressed air preparation unit (2) is connected to the second input (45) of the brake control module (8) and to the outputs (24b, 24d) which are connected to the first input (44) of the brake control module (8) via compressed air reservoirs (41, 42).

10. Braking device (1) according to any one of the preceding claims, characterized in that said reserve compressed air reservoir (43) is:

a) a compressed air reservoir of the air suspension circuit (34);

b) a compressed air reservoir of the trailer brake circuit (38);

c) a compressed air reservoir of the parking brake circuit (39); and/or

d) A compressed air reservoir of the auxiliary consumer circuit (40).

11. A compressed air preparation unit (2) for a commercial vehicle, having:

a) a pressure regulator;

b) an air dryer (15); and

c) outputs (24a, 24b, 24d, 24e, 24f, 24g) for at least two service brake circuits (35, 37), for an air suspension circuit (34), a trailer brake circuit (38), a spring accumulator brake circuit (39) and/or an auxiliary consumer circuit (40) (circuit protection valves),

it is characterized in that the preparation method is characterized in that,

d) there is an additional output (24c) for the backup loop (36).

12. Compressed air preparation unit (2) according to claim 11, characterized in that an additional output (24c) for the backup circuit (36) branches off directly from the central circuit (20) via a circuit line (23 c).

13. Compressed air preparation unit (2) according to claim 11, characterized in that the additional outlet (24c) for the backup circuit (36) is connected via an associated circuit line (23c) and at least one branch line (66, 67) to circuit lines (23b, 23d) for further consumer circuits.

14. Use of a compressed air preparation unit (2) according to any one of claims 11 to 13 for a brake apparatus according to any one of claims 1 to 10.

Technical Field

The invention relates to a brake system for a commercial vehicle. In this brake system, the two brake pressures for two service brake cylinders or two groups of service cylinders, which are assigned to different axles or service brake cylinder circuits in particular, are electronically controlled, regulated or influenced by two brake control modules, which are assigned to one service brake cylinder or one group of service brake cylinders respectively (wherein, however, there may also be more than two brake control modules with assigned further service brake cylinders or service brake cylinder groups). The invention further relates to a compressed air preparation unit for a commercial vehicle. Finally, the invention relates to a new use of a compressed air preparation unit.

Background

WO 2017/060128 a1 discloses a brake system in which the brake pressure for the service brake cylinders of the rear axle (optionally with an electronically regulated ABS pressure regulating valve connected in between) is generated by a single-channel pressure regulating module. The supply of compressed air to the supply connection of the single-channel pressure control module is provided by a supply tank, which is additionally also used for the compressed air supply of the foot brake module. The single-channel pressure regulation module has a pneumatic control interface which is supplied with pneumatic brake pressure, which is output as a result of the actuation of the brake pedal by the driver, controlled by the service brake module. The single-channel pressure regulating module has a relay valve with an inlet/outlet valve actuated by a relay piston, which produces a brake pressure to be supplied to the service brake cylinder as a function of a control pressure acting on the relay piston. In the case of an intact control unit of the electrical power supply and of the single-channel pressure regulating module, the control pressure of the relay valve is predefined by two solenoid valves which are actuated by the control unit. The solenoid valve is designed as a shut-off valve and assumes its shut-off position without being energized. In order to increase the pressure of the control pressure at the control interface of the relay valve, the solenoid valve connects the control interface to the reserve interface, and in order to reduce the control pressure at the control interface of the relay valve, a further solenoid valve connects the control interface of the relay valve to the exhaust. In order to regulate the solenoid valves, the control pressure of the relay valves and thus the brake pressure for the service brake cylinders, which is output in a controlled manner, by the control unit, the control unit is supplied with electrical control signals of the service brake module, which correspond to the actuation of the brake pedal, by an electrical control interface of the single-channel pressure regulating module. In the event of a failure of the electrical power supply or of an insufficient function of the control unit, the solenoid valve assumes its blocking position, so that the control interface of the relay valve is blocked both with respect to the reservoir and with respect to the exhaust. In this case, however, the auxiliary solenoid valve, which is likewise designed as a shut-off valve, assumes the flow-through position, which results in the pneumatic control interface of the single-channel pressure regulating module, which is connected to the service brake module, being connected to the control interface of the relay valve. In this standby operating state, the relay valve is controlled by the driver actuating the brake pedal of the service brake module and thus by the pneumatic control pressure generated by the service brake module, and the pressure for the service brake cylinder is thus predefined. The brake system known from WO 2017/060128 a1 also has a single-channel pressure control module for generating the brake pressure for the service brake cylinders of the front axle. The single-channel pressure regulating module for the front axle is basically designed correspondingly to the single-channel pressure regulating module for the rear axle explained above. However, the compressed air supply of the storage connection of the single-channel pressure control module of the front axle is effected in parallel via a first line branch having a check valve and a storage tank and a second line branch having a check valve and a further storage tank and also responsible for the compressed air supply of the auxiliary consumer circuit (here an air suspension circuit). The two single-channel pressure control modules for the front axle and the rear axle together form a structural unit, i.e. a two-channel pressure control module. By means of two separate control units of the two single-channel pressure control modules, the different brake pressures of the service brake cylinder of the front axle on the one hand and the service brake cylinder of the rear axle on the other hand can be controlled as a function of the desired axle load distribution by means of the control of the solenoid valves and thus of the control pressures of the relay valves. To enable regulation, the brake pressure output by the relay valve control may be sensed by a pressure sensor integrated into the single channel pressure regulation module and processed by the control unit.

WO 01/08953 a1 discloses a brake system of a commercial vehicle, in which a service brake cylinder of a rear axle of the commercial vehicle is actuated via an electronically regulated two-way pressure control module. The two-way pressure control module is supplied with compressed air from a reservoir tank, which is responsible only for the compressed air supply to the service brake cylinders of the rear axle. The service brake cylinders of the front axles of the commercial vehicles are each supplied with compressed air via an associated single-channel pressure control module. The single-channel pressure regulating module assigned to one of the vehicle sides of the front axle has a reservoir connection to a reservoir tank for the front axle. The single-channel pressure regulating module also has a control interface to which the pneumatic brake pressure actuated by the driver via the brake pedal is supplied. In the event of failure of the electronic pneumatic actuation of the brake pressure, the single-channel pressure regulating module transmits the pneumatic brake pressure supplied to the control interface to the service brake cylinder. The one-way pressure control module on the other vehicle side of the front axle also has a reserve connection and a control connection, with the output of the one-way pressure control module being connected to the associated service brake cylinder. However, with this single-channel pressure regulating module, the reserve connection is connected on the one hand via the switching valve to the reserve container of the front axle and on the other hand to the auxiliary reserve container. The connection of the switching valve to the storage tank of the front axle is preferably connected via the switching valve in such a way that the storage connection of the single-channel pressure control module is connected to the storage tank of the front axle without a pressure drop in the storage tank of the front axle due to leakage. The switching valve connects the single-channel pressure regulating module to the auxiliary reservoir only in the event of a leak. In addition, for the single-channel pressure regulation module, the control interface is connected to the auxiliary reservoir via a relay valve. The relay valve has a first active surface, which is acted upon by the pneumatic brake pressure actuated by the driver via the brake pedal, and an oppositely acting active surface, which is acted upon by the pneumatic brake pressure actuated by the trailer control valve.

WO 2010/094481 a2 discloses a dual-channel pressure control module, by means of which both the service brake of the front axle of the commercial vehicle and the service brake of the rear axle of the commercial vehicle are acted upon. The two-channel pressure control module has a reservoir connection to an associated reservoir tank and a control connection to which a pneumatic brake pressure predefined by the driver via a brake pedal is supplied, for each of the front axle and the rear axle.

Other prior art is known from WO 2008/025404 a 1.

Disclosure of Invention

The object of the present invention is to provide an electronic pneumatic brake system which, when the design effort is concerned, has increased vehicle operating safety and/or availability in the event of pneumatic leakage. The object of the invention is also to provide a correspondingly improved compressed air production unit and a new use of a compressed air production unit.

According to the invention, the object of the invention is achieved by means of the features of the independent claims. Further preferred embodiments according to the invention result from the dependent claims.

The invention relates to an electronic pneumatic brake system in which at least one electronic control unit generates or influences a brake pressure for a service brake cylinder by means of an electrically actuated valve on the basis of at least one electrical control signal. In this case, the brake pressure can be controlled or regulated (also referred to below as "control" for simplicity). The resulting level and/or profile of the brake pressure may, for example, take into account the following or be correlated with or correspond to the braking demand and/or braking signal:

a braking request predefined by the driver, in particular based on the direct generation of an electric braking signal by actuating a brake pedal by the driver; and/or

The braking signal generated automatically by the control unit on the basis of the operating variables, in particular on the basis of a collision avoidance system, a speed controller and/or an anti-slip system, such as an ABS or EBS control device.

It is within the scope of the present invention to use a brake control module. The brake control module is in particular an electronic brake control module having an electronic control unit, an input interface via which compressed air is supplied to the brake control module, and at least one solenoid valve controlled by the control unit, by means of which the compressed air acting at the input interface is converted into a brake pressure for a service brake cylinder on the basis of the control by the control unit. In this case, the control unit can determine a control signal for generating the brake pressure from the operating variable provided by the brake control module, and/or the control unit of the brake control module can be connected to other control units, in particular a central brake control unit, via a wired or wireless network, a bus system or a signal or data line and can receive a preset value or a variable for the brake pressure to be generated.

In the electro-pneumatic brake system according to the invention, a first brake control module is present. The brake pressure is generated, in particular controlled, by means of a first brake control module. The brake pressure can be determined, for example, for a service brake cylinder of only one wheel or of different wheels or for a service brake cylinder of one axle or of a plurality of axles forming a group.

Furthermore, the electronic pneumatic brake system according to the invention has a second brake control module, by means of which a brake pressure is likewise generated, which is then determined for the service brake cylinder(s) of the (further) wheel or for the service brake cylinder(s) of the (at least one (further) axle. The brake pressures generated by the two brake control modules can be temporarily or permanently the same or different from one another, for example as a function of static or dynamic wheel or axle load distribution and/or possible slip.

The brake control module according to the invention can be designed as a structural unit in each case or can be combined with further structural elements for further functions into a structural unit. It is also possible to combine two brake control modules into one structural unit. Preferably, the brake control module is arranged in the region of a wheel, wheel suspension, axle or axle suspension and is mounted on the vehicle chassis, axle or shaft, wheel suspension or axle suspension. The brake control module communicates pneumatically and electronically, for example via rigid or flexible lines or wirelessly, with other structural elements supported directly or indirectly on the vehicle chassis, while the pneumatic output of the brake control module is connected to the service brake cylinder, preferably via flexible lines or hoses.

In the electronic pneumatic brake system according to the invention, the brake control module is supplied with compressed air in a redundant manner by: the brake control module, in particular the input interface of the brake control module, is connected both to the compressed air reservoir and to the standby compressed air reservoir. Within the scope of the present invention, such a connection of the brake control module to the compressed air reservoir or the backup compressed air reservoir is to be understood as meaning not only a permanent pneumatic line connection but also any connection which, at least under selected operating conditions, enables the transfer of compressed air from the compressed air reservoir or the backup compressed air reservoir to the brake control module, in particular to the input interface of the brake control module. This includes embodiments in which, for normal operation, only a connection between the compressed air reservoir and the brake control module exists, while the connection between the backup compressed air reservoir and the brake control module is blocked, while, only in the backup case (in particular in the case of a leakage of the compressed air reservoir, of the lines arranged upstream of the compressed air reservoir or of the pneumatic components or lines arranged there or on the path of the compressed air from the compressed air reservoir to the brake control module), the connection between the backup compressed air reservoir and the brake control module is opened, while in this case the connection between the compressed air reservoir and the brake control module is blocked. However, it is also possible, at least temporarily and/or under selected operating conditions, to open or block the connection of both the compressed air reservoir and the brake control module and the connection of the backup compressed air reservoir to the brake control module. Furthermore, the compressed air of the compressed air reservoir or of the standby compressed air reservoir can act unaffected at the input of the brake control module. However, the invention also includes embodiments in which the pressure acting at the input interface of the brake control module has been influenced in that: for example, valves on the path from the compressed air reservoir or the reserve compressed air reservoir to the brake control module are electronically controlled, for example, in order to generate a brake pressure associated with a braking demand or a braking signal already at the input of the brake control module, which brake pressure is to be modified (in particular by means of modulation or anti-slip regulation) by the brake control module. Finally, the invention also includes embodiments in which passive components, such as pressure relief valves, overflow valves, etc., are arranged in the line connection between the compressed air reservoir or the backup compressed air reservoir and the brake control module.

The invention is based on the following recognition: in the case of known electropneumatic brake systems for commercial vehicles, it is a prejudice for the person skilled in the art that, in order to ensure the operational safety of the brake system, it is sufficient to ensure that, in the event of a leak in the brake system, at least a part of the service brakes of the commercial vehicle (for a limited number of brakes) remains operable, so that despite the leak the driver can still brake the vehicle with the remaining part of the service brakes available. In the case of the brake system described at the outset, this procedure of the person skilled in the art results in the brake control module in the commercial vehicle being supplied with compressed air redundantly both from the compressed air reservoir and from the backup compressed air reservoir, so that in the event of a leakage of the compressed air supplied from the compressed air reservoir, the compressed air supply and thus the operability of the brake control module and of the service brake cylinders associated with it is still ensured by the backup compressed air reservoir. The invention provides for the first time that the brake control modules are supplied in a redundant manner by means of a reserve compressed air reservoir, and that this applies to at least two brake control modules.

In addition, the invention does not use a separate backup compressed air reservoir for both brake control modules in order to ensure their operational capability even in the event of a leak. Instead, the reserve compressed air storage is used in a multifunctional manner by: the standby compressed air reservoir is connected both to the first brake control module and to the second brake control module. This results in a considerable reduction in the construction effort, since a plurality of spare compressed air reservoirs need not be used. In the event that this need not necessarily be the case, it may even be possible within the scope of the invention for the single reserve compressed air reservoir to be responsible for providing a reserve compressed air supply for more than two brake control modules.

To mention just a few examples encompassed by the invention, the first brake control module and the second brake control module (and possibly also further brake control modules) may each be assigned to a service brake cylinder of a wheel or to service brake cylinders of wheels or to a service brake cylinder of an axle or to service brake cylinders of axles. However, it is also possible to supply compressed air to a first brake control module, which is assigned to the service brake cylinders of the axle, by means of a backup compressed air reservoir, and to supply compressed air to a second brake control module and a third brake control module, which can each be assigned to the service brake cylinders of the wheels, by means of the backup compressed air reservoir. In particular, in the last-mentioned case, the first brake control module is a brake control module assigned to the middle or rear axle, while the second and third brake control modules are assigned to the front axle of the utility vehicle.

The compressed air storage or the standby compressed air storage according to the invention is in particular a container for storing compressed air previously supplied by a compressor of a utility vehicle. The compressed air storage device is preferably a compressed air container with a predetermined volume, in which compressed air provided by the compressed air preparation device via the circuit protection valve is stored in a predetermined pressure range. However, it is also possible in particular for the reserve compressed air reservoir to be provided by a line volume or a volume of a pneumatic component (for example an air suspension bellows). The invention also includes embodiments in which, in the standby state, not only is compressed air from a standby compressed air reservoir, which has been supplied previously by the compressor, used, but also in the standby state, a supplementary supply of compressed air into the standby compressed air reservoir is effected.

In a further development of the brake system according to the invention, a safety valve is arranged between the compressed air reservoir and the associated brake control module. In the event of a pressure drop in the compressed air reservoir (i.e. in the standby case, a leak in the compressed air reservoir itself or in a line or a pneumatic component connected thereto may lead to a pressure drop), the safety valve blocks the flow of compressed air from the brake control module to the compressed air reservoir, so that venting of the brake control module by way of a leak can be avoided. In the simplest case, a check valve is arranged upstream of the input interface of the brake control module, or the connection of the brake control module to the compressed air reservoir is effected via a directional control valve. However, in addition to the non-return valve or the reversing valve, any valve can be used, for example a switching valve as a safety valve, which switches the compressed air supply from the compressed air reservoir to the backup compressed air reservoir for a backup situation and/or desirably blocks a defective service brake circuit. Within the scope of the invention, the safety valve may be arranged upstream of the brake control module, i.e. between the brake control module and the compressed air reservoir. It is also possible within the scope of the invention to integrate the relief valve into the brake control module.

The input lines of the brake control module are connected both to the compressed air reservoir and to the standby compressed air reservoir, which is necessary for the redundant supply of compressed air to the brake control module via the compressed air reservoir on the one hand and via the standby compressed air reservoir on the other hand. It is therefore possible for the two supply lines of the compressed air reservoir and the reserve compressed air reservoir to be combined outside the brake control module via suitable pneumatic connection units, such as switching valves or other valves, to form a common supply line, which is then connected to the single supply interface of the brake control module. However, it is proposed in particular for the invention that the brake control module has a first input interface and a second input interface, respectively. The first and second input connections then open into a common input line of the associated brake control module within the brake control module (using suitable pneumatic combination units such as switching or reversing valves or possibly nodes with upstream check valves). The first input interfaces of the two brake control modules are then each connected to an associated compressed air reservoir. Conversely, the second input interfaces of the two brake control modules are then connected to the backup compressed air reservoir.

For example, in one embodiment of the invention, a compressed air reservoir, which is responsible for the compressed air supply of the brake control modules during normal operation, can be connected to the first input interfaces of the two brake control modules, while an additional backup compressed air reservoir is available for the backup compressed air supply to the two brake control modules. However, if an additional backup compressed air reservoir is to be avoided, it is also possible, in addition to the backup situation, for the compressed air reservoirs respectively responsible for the compressed air supply of the brake control modules to be used as backup compressed air reservoirs for the other brake control modules. In this configuration, the two compressed air reservoirs are therefore each connected to the first input interface of the associated brake control module and to the second input interface of the other brake control module.

In a further embodiment of the invention, the brake system has a compressed air preparation unit. The compressed air preparation unit has a pressure regulator, an air dryer and at least one circuit protection valve, wherein the compressed air preparation unit is designed in particular according to legal requirements and is used to supply a plurality of consumer circuits with compressed air via a plurality of circuit protection valves and can be designed according to various prior art techniques. At least one compressed air reservoir and a backup compressed air reservoir are supplied with compressed air by means of a compressed air preparation unit.

In the context of the present invention, as also explained above, the brake pressure for at least one service brake cylinder is controlled, this being done by controlling the supply pressure acting in the supply line or by adapting the brake pressure acting in the supply line as a function of the braking demand or the braking signal. In the case of a design of at least one brake control module, in which the supply line is connected via a solenoid valve, in particular a two-position two-way valve, to an output connection of the brake control module, at least one service brake cylinder is connected to the output connection. If the solenoid valve is switched into the open position by means of the control unit of the brake control module, a further transmission of the pressure of the inlet line to the outlet connection takes place, so that a pressure increase at the outlet connection can be controlled. In addition, the brake control module has a solenoid valve which is actuated by the control unit and which is in particular also a two-position two-way valve or a shut-off valve. The output port is connected to the exhaust unit or the exhaust port via the additional solenoid valve. If the solenoid valve is switched into the open position, a venting of the output connection can be effected, which leads to a reduction of the brake pressure in the service brake cylinder. Depending on the operating state of the two solenoid valves, the brake pressure at the output connection can therefore be increased, decreased or maintained, so that the brake pressure in the service brake cylinder can be controlled (i.e. regulated).

In an alternative embodiment, in the brake control module, the supply line is connected to the output connection for the at least one service brake cylinder via a combination of a two-position three-way solenoid valve and a two-position two-way solenoid valve (connected in series in any desired sequence of solenoid valves). If the two-position two-way electromagnetic valve is transferred to a stop position state, the output interface can be blocked. Conversely, if the two-position two-way solenoid valve is transferred into its open position, the two-position three-way solenoid valve can connect the inlet line to the outlet port in the through-flow position, so that the service brake cylinder can be pressurized and the outlet port can be connected to the exhaust outlet or the exhaust port in the exhaust position.

For both alternatives, the solenoid valve is used for direct charging and discharging of the output port. In a further alternative, which is encompassed by the invention, the aforementioned alternative combination of two solenoid valves (parallel connection of a two-position two-way solenoid valve or series connection of a two-position three-way solenoid valve and a two-position two-way solenoid valve) acts on a control interface of a relay valve which is arranged in the brake control module and connects the inlet line to the outlet interface for the at least one service brake cylinder. In this case, solenoid valves are used for the pre-control of the charging and discharging of air via relay valves and the known air quantity intensification and control resulting therefrom.

In the case of the brake system according to the invention, the compressed air reservoir associated with the first brake control module forms a backup compressed air reservoir for the second brake control module, and the compressed air reservoir associated with the second brake control module forms a backup compressed air reservoir for the first brake control module. In this case, the supply line may branch off from the compressed air reservoir into two brake control modules.

It is further proposed for the invention that the compressed air preparation unit is connected (via a line connection with or without pneumatic components) to the second input interface of the brake control module and therefore the output for the compressed air supply is connected in the standby state to the output connected to the first input interface of the brake control module via the compressed air accumulator. Through which connection the compressed air from the compressed air reservoir can be used for the standby compressed air supply.

As a backup compressed air reservoir, for example, an additional compressed air reservoir can be provided which is used only for the backup compressed air supply. However, it is also possible for the backup compressed air reservoir to be used for other purposes and, for example, to be a compressed air reservoir of an air suspension circuit, a trailer brake circuit, a parking brake circuit or an auxiliary consumer circuit or other consumer circuits or even for other brake control modules.

A further solution to the object of the invention is a compressed air preparation unit for a commercial vehicle. The compressed air preparation unit has a pressure regulator, an air dryer and outputs for consumer circuits (in particular at least two service brake circuits, air suspension circuits, trailer brake circuits, spring accumulator brake circuits and/or auxiliary consumer circuits). It may be provided that at least one circuit protection valve is arranged upstream of the outlet, via which, for example:

-ensuring a minimum pressure in a consumer circuit arranged downstream;

-a predefined maximum pressure;

-enabling a lateral feed between the individual consumer circuits; and/or

-controlling the filling sequence.

In this respect, the compressed air preparation unit may correspond to a compressed air preparation unit known from the prior art. According to the invention, the compressed air preparation unit is equipped with an additional output to which a backup circuit can be connected, by means of which the aforementioned brake control module can be supplied with compressed air redundantly. In this case, the additional output is preferably connected to the input interfaces of the two brake control modules. On the other hand, no conventional consumer circuits (i.e. service brake circuit, air suspension circuit, trailer brake circuit, spring accumulator brake circuit and auxiliary consumer circuit) are connected to this additional output. A compressed air preparation unit equipped with such an additional output for the backup circuit can be advantageously used in a brake system as explained above.

In a further development of the compressed air preparation unit according to the invention, the additional outlet for the standby circuit branches off directly from the central line of the compressed air preparation unit via the circuit line.

In an alternative embodiment, the additional output for the backup circuit is connected to the circuit lines for the other consumer circuits, in particular to the circuit lines for the service brake circuit, via a circuit line associated with the additional output and at least one branch line. In this case, the branch line preferably branches off from the circuit line of the further consumer circuit downstream of the circuit protection valve of the circuit line. A pressure-proof check valve may be arranged in the branch line.

A further solution to the object of the invention is the use of a compressed air preparation unit of the type stated above with an additional output for a backup circuit for a brake system as described above.

Advantageous developments of the invention result from the claims, the description and the drawings. The advantages of the features and the combination of features described in the description are merely exemplary and can act alternatively or in superposition without the implementation of the embodiments according to the invention having to make said advantages mandatory. Accordingly, the following applies, without altering the subject matter of the appended claims, in the context of the disclosure of the original application and the patent: further features can be taken from the drawings, in particular from the geometry and relative dimensions of the various components shown relative to one another, their relative arrangement and effective connection. Combinations of features of different embodiments of the invention or of different claims can likewise deviate from the cited relations chosen for the claims and are inspired thereby. This also relates to features which are shown in the individual figures or are mentioned in the description of the figures. These features can also be combined with the features of different claims. The features set out in the claims for other embodiments of the invention can likewise be deleted.

The features mentioned in the claims and in the description with respect to their quantity are to be understood as meaning that there is precisely the stated quantity or a quantity which is greater than the stated quantity, without the adverb "at least" being used deliberately. For example, when a service brake module or a solenoid valve is mentioned, it is to be understood that there is exactly one service brake module or solenoid valve, two service brake modules or solenoid valves, or more service brake modules or solenoid valves. These features can be supplemented by other features or be unique features, the features constituting respective results.

Reference signs included in the claims do not limit the scope of the objects protected by the claims. Said reference signs have been included only for the purpose of making the claims easier to understand.

Drawings

The invention will be further elucidated and described below with reference to a preferred embodiment shown in the drawing.

Fig. 1 to 10 show various embodiments of a brake system with a compressed air preparation device and a brake control module.

In the figures, the same reference numerals are used for different exemplary embodiments or also for structural elements having the same or at least partially similar technical configuration and/or function in one exemplary embodiment. If structural elements are designated with the same reference numerals in one embodiment, these structural elements are distinguished from one another by supplementary letters a, b. In this case, reference is also made in the description to reference numerals without supplementary letters, wherein the description may then apply to the structural elements which are designated in their entirety by reference numerals (and distinguished in the figures by supplementary letters). The individual components of one embodiment can also be used in other illustrated and described embodiments of the brake system, as required and as intended, wherein these components can be used instead of or in addition to the components shown in the other embodiments of the brake system.

Detailed Description

The brake system 1 according to fig. 1 has a compressed air preparation unit 2, a brake signal generator 3 with a brake pedal 4 (wherein the brake signal generator 3 can be equipped here with two channels for generating two electric brake signals and/or the brake signal generator 3 can generate only one electric brake signal), a central brake control unit 5, a service brake cylinder 6 (in this case part of a combined spring brake cylinder 7) and a brake control module 8. According to fig. 1, two service brake cylinders 6a, 6b or combined spring-loaded brake cylinders 7a, 7b are provided, each of which is associated with a first brake control module 8a or a second brake control module 8 b.

The compressed air preparation unit 2 has a control unit 9. The electric brake signal of the brake signal generator 3 is supplied to the control unit 9 via an input interface of the compressed air preparation unit 2. The control unit 9 transmits the brake signal (unchanged or modified based on other operating variables) to the central brake control unit 5. On the one hand, the control unit 9 receives measurement signals of the pressure sensors 10a, 10b, 10c, 10 d. On the other hand, the control unit 9 is used to control the solenoid valve 11 of the compressed air preparation unit 2 in order to control the operation of the compressed air preparation unit 2, in particular the pressure regulation and/or the switching between the load operation and the regeneration operation.

The compressed air preparation unit 2 is supplied with compressed air by a compressor 13 via an input connection 12. The inlet connection 12 is connected to an air dryer 15 via an inlet line 14. An exhaust branch 17 leading to an exhaust 16 of the compressed air preparation unit 2 branches off from the supply line 14. In the exhaust branch 17, a safety valve 18 is connected in parallel with a pneumatically actuated shut-off valve 19, which assumes its shut-off position in the absence of control pressure.

The compressed air delivered by the compressor 13 flows from the inlet line 14 through the air dryer 15 to the central line 20, the pressure of which is ensured by a safety valve 21, here a non-return valve 22. The central line 20 branches off into circuit lines 23, which lead to outputs 24, which in turn lead to different consumer circuits. Circuit protection valves 25 are provided in the circuit lines 23. In a manner known per se, pressure relief in the consumer circuit, control of the charging sequence of the consumer circuit and/or a cross-feed of one consumer circuit via another consumer circuit is effected by means of the circuit protection valve 25.

For the exemplary embodiment shown in fig. 1, the circuit protection valve 25 is designed as a passive valve, the operating state of which depends only on the pressure in the circuit line 23 on the input side and/or on the output side of the circuit protection valve 25. However, in contrast to the embodiment shown, an electropneumatically pre-controlled circuit protection valve 25 can also be used in the circuit line 23, and/or the circuit protection valve 25 can be electronically controlled directly by the control unit 9, as is known from various documents of the prior art for compressed air preparation units 2.

For the embodiment shown, the circuit protection valve 25 is configured as a relief valve with limited backflow. The pressure sensors 10a, 10b, 10c, 10d are connected to the circuit lines 23b, 23c, 23d, and 23e through branch lines.

In particular, a common pressure-limiting valve 32 is arranged upstream of the circuit lines 23e, 23f, 23 g. Furthermore, the same circuit protection valve 25e, f is used for the circuit lines 23e, 23f, wherein a check valve 33 is arranged in the circuit line 23f downstream of the circuit protection valve 25e, f.

The safety valve 21 is bypassed by a bypass line 26, in which a regeneration valve 27 and a pneumatic throttle 28 are arranged in series. For the embodiment shown, the regeneration valve 27 is designed as a pneumatically actuated two-position two-way valve or shut-off valve which assumes its shut-off position without the application of a control pressure.

The solenoid valves 11a, 11b are designed as two-position three-way valves, wherein the inlet connections of the solenoid valves 11a, 11b are supplied with compressed air via branch lines branching off from the central line 20, and the outlet connections of the solenoid valves 11a, 11b are each connected to an outlet 29 of the compressed air preparation unit 2. The third connection of the solenoid valve 11a is connected to a control line 30, which is connected to the control connection of the shut-off valve 19 and to the control connection of the compressor 13 for activating and deactivating the compressor. Conversely, the third connection of the solenoid valve 11b is connected to a control line 31, which is connected to the control connection of the regeneration valve 27.

The compressed air preparation unit 2 operates as follows: in the delivery mode of the compressor 13, the solenoid valve 11a is in the discharge position, so that the shut-off valve 19 assumes its shut-off position. The compressed air delivered by the compressor 13 is dried in the air dryer 15 and passes through a safety valve 21 to the central line 20. Depending on a filling sequence predefined by the opening pressure of the circuit protection valve 25, the circuit protection valve 25 gradually assumes its open position, as a result of which the associated consumer circuit can be filled. If the maximum pressure in the feed line 14 is exceeded as the filling increases, the pressure limitation is effected by the relief valve 18.

During this so-called load phase, by means of which a first charging can take place when the commercial vehicle is started up or also a refilling can take place after a drop in operating pressure in the consumer circuit during operation of the commercial vehicle, the solenoid valve 11b is in the venting position, so that the regeneration valve 27 assumes its blocking position.

The switching from load operation to regeneration operation is effected by switching the solenoid valves 11a, 11b so that both solenoid valves assume their charge state. The pressure application to the control line 30 causes the compressor 13 to be deactivated and at the same time the shut-off valve 19 to be switched into its flow position. The pressure application to the control line 31 causes the regeneration valve 27 to assume its flow-through position. This in turn results in that compressed air from the consumer circuit (when the pressure is higher than the safety pressure of the circuit protection valve 25) can flow from the central line 20 through the bypass line 26 with the regeneration valve 27 open in the opposite direction through the air dryer 15 and from there through the shut-off valve 19 to the exhaust. This flow of regeneration air is slowed by the action of the restriction 28. The regeneration air flow absorbs moisture from the drying agent in the air dryer 15 for the regeneration thereof, said moisture being discharged via the exhaust 16.

An air suspension circuit 34 is connected to the output 24a as a consumer circuit. A first service brake circuit 35 is connected to the output 24b as a consumer circuit. A backup circuit 36 is connected to the output 24c as a consumer circuit. A second service brake circuit 37 is connected to the output 24d as a consumer circuit. A trailer brake circuit 38 is connected to the output 24e as a consumer circuit. A spring-loaded brake circuit 39 or a parking brake circuit is connected to the output 24f as a consumer circuit. At least one auxiliary consumer circuit 40 is connected to the output 24g as a consumer circuit.

The service brake circuits 35, 37 each have a compressed air reservoir 41, 42, while the backup circuit 36 has a backup compressed air reservoir 43. The compressed air reservoirs 41, 42 and the standby compressed air reservoir 43 are designed as separate storage containers for the exemplary embodiment shown in fig. 1. Other consumer circuits may be configured with or without a compressed air reservoir or reserve tank.

The brake control modules 8a, 8b each have a first input interface 44 and a second input interface 45. In the brake control module 8, the two input connections 44, 45 open into an input line 48 via check valves 46, 47. The check valves 46,47 open (when a predetermined opening pressure is exceeded) in the direction of the feed line 48, but block the flow in the opposite direction.

The brake control module 8 has an output connection 49, which is connected to the associated service brake cylinder 6 or to a service brake chamber of the combined spring brake cylinder 7.

The inlet line 48 is connected to the outlet port 49 via a solenoid valve 50. The solenoid valve 50 is designed here as a shut-off valve or as a two-position two-way solenoid valve, wherein the solenoid valve is preferably designed as a bistable valve which can be electrically switched to its operating position by means of short control pulses and which, in the absence of energization of the solenoid valve 50, maintains the previously assumed operating position. In the open position of the solenoid valve 50, therefore, the compressed air present at the input connections 44, 45 of the brake control module 8 can reach the output connection 49 and thus the service brake cylinder 6. The output interface 49 is connected to an exhaust section 52 via an exhaust branch 51. In the exhaust branch 51 a solenoid valve 53 is arranged. For the exemplary embodiment shown, the solenoid valve 53 is also designed as a shut-off valve or as a two-position two-way solenoid valve and is preferably a bistable solenoid valve, as already explained for the solenoid valve 50.

The pressure at the output interface 49 is sensed by a pressure sensor 54 integrated into the brake control module 8, whereby the brake pressure can also be regulated.

The brake control modules 8 each have an electronic control unit 55 integrated into them. The control unit 55 receives control signals from the central brake control unit 5 via a control line 56 and controls the solenoid valves 50, 53 on the basis of these control signals and taking into account the measurement signals of the pressure sensor 54.

The input 44a of the brake control module 8a is connected to the compressed air reservoir 41 via a supply line 57a, while the input 44b of the brake control module 8b is connected to the compressed air reservoir 42 via a supply line 57 b. The supply line 58 connected to the reserve compressed air reservoir 43 branches into supply line branches 59, 60. Supply line branch 59 is connected to input port 45a of brake control module 8a, and supply line branch 60 is connected to input port 45b of brake control module 8 b.

The operation of the brake system 1 is as follows: if the consumer circuit is charged as a result of a known operation of the compressor 13 and the compressed air preparation unit 2, the driver can generate an electric brake signal by actuating the brake pedal 4. In the event that an increased braking action is required, the control unit 55a controls the solenoid valve 50a into the open position. This results in compressed air being able to flow from the compressed air reservoir 41 via the inlet connection 44a to the service brake cylinder 6a and/or compressed air being able to flow from the backup compressed air reservoir 43 via the inlet connection 45a to the service brake cylinder 6 a. Accordingly, the control unit 55b controls the solenoid valve 50b of the brake control module 8b into the open position, so that compressed air can flow from the compressed air reservoir 42 to the service brake cylinder 6b via the inlet connection 44b and/or compressed air can flow from the backup compressed air reservoir 43 to the service brake cylinder 6b via the inlet connection 45 b. Conversely, if a reduction in the brake pressure is to be instructed by releasing the brake pedal 4, the control unit 45 of the brake control module 8 controls the solenoid valve 53 into the open position and the solenoid valve 50 into the blocking position. Thus, venting of the service brake cylinder 6 can be caused.

The backup compressed air reservoir 43 is connected to the two brake control modules 8a, 8b for the backup charging of the service brake cylinders 6a, 6 b. It is possible to permanently supply the brake control module 8a or 8b with increasingly compressed air not only via the compressed air reservoir 41 but also via the backup compressed air reservoir 43 or via the compressed air reservoir 42 and the backup compressed air reservoir 43.

If a leak occurs in the service brake circuit 35, 37, the system pressure is reduced to the safety pressure of the circuit protection valve 25b, 25d associated with the faulty service brake circuit 35, 37. In this case, a warning message, in particular in the form of a warning light, can be issued to the driver. The driver can still continue the driving operation, since all brake control modules 8 are provided with sufficient supply pressure due to the backup compressed air supply.

In the case of a different design of the circuit protection valve 25, of the opening pressure of the circuit protection valve 25 and/or of the closing pressure of the circuit protection valve 25 and/or of the different opening pressures of the check valves 46,47 or of the use of other valve elements than the check valves 46,47, it is also possible for compressed air supply to be prioritized for normal driving operation via the compressed air reservoirs 41, 42, so that compressed air supply to the brake control modules 8a, 8b is only possible in the event of a backup via the backup compressed air reservoir 43.

A backup situation occurs in particular when a leak is present in the service brake circuit 35, 37, in particular in one of the compressed air reservoirs 41, 42 or the supply lines 57a, 57 b. If, in this standby situation, venting of the service brake circuits 35, 37 takes place, a compressed air supply via the standby compressed air accumulator 43 is also ensured (at least for a limited period of time). Redundant compressed air supply is ensured by means of the compressed air reservoirs 41, 42 and the standby compressed air reservoir 43.

In the exemplary embodiment shown in fig. 1, each brake control module 8a, 8b is used, for example, only for pressure application to an associated service brake cylinder 6a, 6b, which in turn is associated with a single wheel. Of course, a plurality of service brake cylinders 6 can also be connected to the output interface 49 of the brake control module 8, which can then be assigned to the axle, the vehicle side or one of the two-circuit or multi-circuit service brake circuits, for example.

In fig. 1, only the compressed air supply to the brake control module 8 is designed redundantly. Additionally, the control lines 56a, 56b may also be designed in a redundant manner. In this case, redundant brake control units 5a, 5b can also be used, wherein it is also possible to use the control unit 9 of the compressed air preparation unit 2 (or a further, but multifunctional control unit) as a backup control unit for the brake control unit 5.

The foregoing applies substantially correspondingly to the following embodiments, provided that no further statements are made:

fig. 2 shows an embodiment in which four brake control modules 8a, 8b, 8c, 8d are present, which are each assigned to a service brake cylinder 6a, 6b, 6c, 6d, which is each assigned to a wheel of a commercial vehicle. In this case, the brake control modules 8a, 8b with the associated service brake cylinders 6a, 6b are assigned to the front axle of the utility vehicle, and the brake control modules 8c, 8d with the associated service brake cylinders 6c, 6d are assigned to the rear axle of the utility vehicle. In this case, the brake control modules 8a, 8b are part of a first service brake circuit 35, while the brake control modules 8c, 8d are part of a second service brake circuit 37. For this purpose, the supply lines 57a, 57b each branch off into two supply line branches, which are then each connected to an associated supply connection 44a, 44b or 44c, 44 d. Conversely, the supply line 58, which leads from the backup compressed air reservoir 43, branches off into supply line branches 59, 60, 61,62, which are connected to the input ports 45a, 45b, 45c, 45d of the brake control modules 8a, 8b, 8c, 8 d. The reserve compressed air accumulator 43 can therefore be used in this case for the supply of reserve compressed air to the four brake control modules 8a, 8b, 8c, 8 d.

According to fig. 3, six brake control modules 8a, 8b, 8c, 8d, 8e, 8f are used, which are each assigned to a service brake cylinder 6a, 6b, 6c, 6d, 6e, 6f, which in turn is each assigned to a wheel of a utility vehicle. In this case, the brake control modules 8a, 8b with the associated service brake cylinders 6a, 6b are assigned to the front axle, the brake control modules 8c, 8d with the associated service brake cylinders 6c, 6d are assigned to the front axle of the middle axle or rear axle, and the brake control modules 8e, 8f with the associated service brake cylinders 6e, 6f are assigned to the rear axle or rear axle of the rear axle. The service brake cylinders 6a, 6b of the front axle are designed without spring energy storage, while the service brake cylinders 6c, 6d, 6e, 6f are part of the combined spring energy storage brake cylinders 7c, 7d, 7e, 7 f.

In this case, the brake control modules 8a, 8b assigned to the front axles are part of the service brake circuit 35, while the brake control modules 8c, 8d, 8e, 8f are part of the service brake circuit 37.

As explained with regard to fig. 2, the supply line 57a branches off for connection to the input connections 44a, 44b of the brake control modules 8a, 8 b. Since the four brake control modules 8c, 8d, 8e, 8f are connected to the second service brake circuit 37, the supply line 57b branches into four line branches, which are connected to the input ports 44c, 44d, 44e, 44f of the brake control modules 8c, 8d, 8e, 8 f. The supply line 58 branches into six supply line branches 59, 60, 61,62, 63, 64, which are each connected to an associated inlet connection 45a, 45b, 45c, 45d, 45e, 45 f.

Fig. 4 shows an exemplary embodiment in which the brake control modules 8a, 8b (corresponding to fig. 2 and 3 with the associated description) assigned to the front axle are part of the first traction brake circuit 35 and are supplied only by the compressed air accumulator 41. In this case, the brake control modules 8c, 8d associated with the rear axles are combined to form a common brake control module unit 65, which essentially corresponds in terms of function to a two-way pressure control module, as described for the prior art described above (but without the use of relay valves). In this case, the brake control module unit 65 has only the inlet connections 44c, d, which are connected to the compressed air reservoir 42 via the supply line 57b, and the inlet connections 45c, d, which are connected to the supply line 58 via the single supply line branch 61,62 and via this to the backup compressed air reservoir 43.

In the brake control module unit 65, the inlet line 48 branches off after the check valves 46,47 into two inlet line branches, which are then used for the compressed air supply of the two brake control modules 8c, 8d, respectively.

The brake control modules 8a, 8b according to fig. 5 correspond to the exemplary embodiment according to fig. 1 with regard to their configuration and the assignment to the service brake cylinders 6a, 6b of the combined spring-loaded brake cylinders 7a, 7 b. In contrast to fig. 1, however, according to fig. 5, the brake signal generator 3 is not in communication with the control unit 9 of the compressed air preparation unit 2, but rather with the brake control unit 5.

In contrast to the compressed air preparation unit 2 according to fig. 1, the compressed air preparation unit 2 does not have a circuit line 23c and an output 24c, so that the brake system 1 does not have three compressed air reservoirs for the compressed air supply of the brake control modules 8a, 8b in this case. Instead, the brake control modules 8a, 8b are supplied with compressed air only via the two outputs 24b, 24d of the compressed air preparation unit 2. Connected to the output 24b is a compressed air reservoir 41, which is connected via a supply line 57a to an input port 44a of the brake control module 8 a. However, in this embodiment, a supply line branch 60 branches off from the supply line 57a and is connected to the input interface 45b of the brake control module 8 b. In the nomenclature selected above, the brake control module 8a is therefore supplied both in normal operation and in the standby case, by means of the storage tank 41, with a standby supply of the brake control module 8 b. The single storage tank therefore forms both the compressed air reservoir 41 for the brake control module 8a and the backup compressed gas tank 43 for the brake control module 8 b. In a corresponding manner, the output 24d is connected to a compressed air reservoir 42, which in turn is connected via a supply line 57b to an input port 44b of the brake control module 8 b. In this case, a supply line branch 61 branches off from the supply line 57b and is connected to the inlet connection 45a of the brake control module 8a for the supply of backup compressed air. The reservoir connected to the output 24d therefore forms in an integrated manner both the compressed air reservoir 42 (with respect to the brake control module 8b) and the backup compressed air reservoir 43 (with respect to the brake control module 8 a). Although only two compressed air reservoirs are used, a redundant compressed air supply is ensured for both brake control modules 8a, 8 b.

For the embodiment according to fig. 6, the compressed air preparation unit 2 is configured differently from the compressed air preparation unit 2 according to the previously explained embodiment: here, only the circuit lines 23a, 23b, 23d branch off directly from the central line. The circuit lines 23c, 23f and 23g are connected downstream of the circuit protection valves 25b, 25d to the circuit lines 23b, 23d via branch lines 66, 67, so that these circuit lines 23c, 23f, 23g (with regard to the circuit protection valves 25b, 25d) can be said to be arranged downstream in series, the branch lines 66, 67 having check valves 68, 69 arranged therein which open in the direction of the branch lines 23c, 23f, 23 g. In this case, in the first service brake circuit 35, the compressed air reservoir 41 is connected via a supply line 57a to an input port 44a of the brake control module 8 a. Accordingly, in the second service brake circuit 37, the compressed air accumulator 42 is connected via a supply line 57b to an input port 44b of the brake control module 8 b. The backup circuit 36 does not have a backup compressed air reservoir 43. Instead, the output 24c of the compressed air preparation unit 2 is directly connected via the supply line 58 and the supply line branches 59, 60 to the input interface 45a of the brake control module 8a and to the input interface 45b of the brake control module 8 b.

According to fig. 6, instead of the non-return valves 46,47, a directional valve 70 is used in the brake control module 8, the first input of which is connected to the input connection 44, the second input of which is connected to the input connection 45 and the output of which is connected to the input line 48. If a leak occurs in the service brake circuit, for example in the service brake circuit 35, the compressed air supply of the brake control module 8a via the supply line 57a is interrupted. However, compressed air from the service brake circuit 37 and the compressed air accumulator 42 is applied at the input connection 45a via the branch line 67, the check valve 69, the circuit line 23c, the output 24c and the supply line branch 59, so that the directional valve 70a can ensure a compressed air supply to the input line 48a of the brake control module 8 a. The compressed air accumulator 42 therefore ensures the compressed air supply of the brake control module 8b, and at the same time this compressed air accumulator 42 also serves as a backup compressed air accumulator 43 for the backup supply of the brake control module 8 a.

The corresponding situation applies when there is a leak in the second service brake circuit 37, in which case the supply of the backup compressed air via the compressed air accumulator 41 is effected via the check valve 68, the branch line 66, the circuit line 23c, the output 24c and the supply line branch 60 for the brake control module 8 b. In this case, the storage tank therefore forms a compressed air reservoir 41 for supplying compressed air to the brake control module 8a and at the same time also a backup compressed air reservoir 43 for backup supplying the brake control module 8 b.

According to fig. 7, the brake control module 8 is constructed differently from the above-described embodiment in that: the inputs 44, 45 do not only open into the supply line 48 via the non-return valves 46, 47. Instead, a valve, in particular a switching valve 70, is connected between the outlet of the check valves 46,47 and the supply line 48. Depending on the operating position of the switching valve 70, the supply line 48 can be connected to the supply connection 44, the supply connection 45 and/or both supply connections 44, 45 via an associated check valve. For the embodiment shown, the switching valve 70 is a pneumatically operated switching valve. The switching valve is designed here as a two-position three-way valve. In the open position of the switching valve 70, which is effective in fig. 7 (which is caused by spring loading without the application of a control pressure), the supply line 48 is connected via the non-return valves 46,47 to the two supply connections 44, 45. The pressure at the input port 44 upstream of the check valve 46 is used as the control pressure for the switching valve 70. If sufficient supply pressure is present at the inlet port 44, the switching valve 70 switches into a further operating position in which the connection of the inlet port 45 to the inlet line 48 via the check valve 47 is blocked and the connection of the inlet port 44 to the inlet line 48 via the check valve 46 is opened. Thus, if sufficient supply pressure is present in the service brake circuits 35, 37, the input interface 45 of the brake control module 8 is blocked, so that the backup compressed air supply is deactivated. Conversely, when the pressure in the service brake circuits 35, 37 drops, the switching valve 70 automatically assumes the other operating position in which the supply of backup compressed air via the input interface 45 is activated. The escape of compressed air supplied by the backup compressed air supply due to a fault in the service brake circuit is avoided by blocking the faulty service brake circuit by means of the check valve 46. Of course, for the exemplary embodiments in the other figures, instead of the brake control module 8 used there, the brake control module 8 according to fig. 7 can also be used.

The compressed air preparation unit 2 and its connection to the consumer circuit and the brake control module 8 are also optionally modified according to fig. 7: in this case, passive pressure control valves or pressure relief valves are not arranged in the circuit lines 23b, 23d as circuit protection valves 25b, 25d, but rather actively controllable valves. The exemplary embodiment shown relates to a two-position two-way valve, which preferably assumes its blocking state when it is not actuated. Here, the two-position two-way valve is pre-controlled electro-pneumatically by solenoid valves 11c, 11d, which are actuated by the control unit 9. This electronic control of the circuit protection valves 25b, 25d enables, on the one hand, the circuit protection valves 25b, 25d to be opened and closed as required by the control unit 9. In the event of a leak in the service brake circuits 35, 37 being detected, the associated circuit protection valves 25b, 25d can be controlled in a targeted manner into the blocking position, so that a further supply of compressed air into the defective service brake circuits 35, 37 and/or a reduction in the system pressure can be avoided. A correspondingly modified compressed air preparation unit 2 can also be used in the embodiments according to the other figures.

Finally, according to fig. 7, the air suspension circuit 34 is used as a backup compressed air reservoir 43, wherein in this case the line volume of the air suspension circuit 34 and/or the volume of the air suspension can also provide compressed air for the backup compressed air supply. However, it is also possible to use a possible reservoir of the air suspension circuit 34 for this purpose. For this purpose, a supply line 71 branches off from the air suspension circuit 34, which in turn branches off into supply line branches 72, 73, which are connected to the respective inlet connections 45a, 45 b.

The exemplary embodiment of the brake system 1 shown in fig. 8 corresponds to the exemplary embodiment according to fig. 5, with the exception of the configuration of the brake control module 8. In the brake control module 8, the inlet line 48 is connected to the outlet connection 49 via solenoid valves 74, 75. The solenoid valve 74 is a two-position, three-way valve, in particular having a discharge position assumed without actuation and a flow position assumed with actuation. In contrast, solenoid valve 75 is a two-position two-way valve which preferably assumes its blocking position when not actuated and its flow-through position when actuated. The actuation of the solenoid valves 74, 75 is carried out as required by actuation by the control unit 55, which in turn can be predefined or can be dependent on the control signal of the brake control unit 5. For the exemplary embodiment shown, the solenoid valves 74, 75 are arranged in series in the mentioned order between the supply line 48 and the outlet connection 49, but the reverse order is also possible. The brake control module 8 according to fig. 8 can also be used in the brake system 1 according to the other figures, in exchange for the brake control modules used in these figures.

The brake system 1 according to fig. 9 corresponds to the brake system 1 according to fig. 6, with the exception of the design of the brake control module 8. Unlike the previous embodiments, the solenoid valves 50, 53 or 74, 75 that control the output brake pressure are not used directly in the brake control module 8. Instead, the solenoid valves 76, 77 are used here for the pre-control of the relay valve 78. For the embodiment shown here, the solenoid valves 76, 77 are each designed as two-position two-way solenoid valves, which preferably assume their blocking position without being energized. In this case, the solenoid valve 76 is arranged between the supply line 48 and a control connection 79 of the relay valve 78, while the solenoid valve 77 is arranged between the control connection 79 and the exhaust 52. The inlet line 48 is connected to the supply connection of the relay valve 78 via a branch line 80. Accordingly, the exhaust port of the relay valve 78 is connected to the exhaust unit 52 through the branch line 81. The relay valve 78 thus generates a brake pressure at the output 49, which corresponds to the brake pressure pre-controlled by the solenoid valves 76, 77.

In contrast to the embodiment shown in fig. 9, it is alternatively also possible to realize the pre-control of the relay valve 78 by means of solenoid valves arranged in series, which can be a two-position three-way solenoid valve and a two-position two-way solenoid valve (in any order). Such a brake control module 8 can also be used in a brake system 1 according to one of the other figures.

The brake system 1 according to fig. 10 corresponds to the brake system 1 according to fig. 7, except for the differences explained below:

according to fig. 10, the circuit protection valves 25b, 25d are not pre-controlled by the solenoid valves 11c, 11 d. Instead, the circuit protection valves 25b, 25d are constructed as solenoid valves that are directly electrically controlled.

Furthermore, the air suspension circuit 34 is not used here as a backup compressed air reservoir 43. Instead, the trailer brake circuit 38 serves here as a backup compressed air reservoir 43, so that the supply line 71 and the supply line branches 72, 73 are supplied here with compressed air by the trailer brake circuit 38 for backup compressed air supply.

As a further optional difference, in fig. 10, the brake control module 8 is configured differently from the brake control module 8 according to fig. 7 as follows: the check valves 46,47 and the switching valve 70 are eliminated here. Instead, the supply line 48 is connected to the supply connections 44, 45 via a switching valve 82. The switching valve 82 is preferably a directly electrically controlled solenoid valve which is in particular designed as a two-position three-way valve (or as a pre-controlled two-position three-way valve which is pre-controlled by a two-position three-way solenoid valve). The two-position three-way valve shown here connects the inlet connection 44 to the inlet line 48 in the first operating position, while the inlet connection 45 is blocked. Conversely, in the second operating position, the switching valve 82 connects the inlet connection 45 to the inlet line 48, while the inlet connection 44 is blocked. Preferably, the switching valve 82 occupies the first operating position without being electrically actuated.

In the exemplary embodiment shown, the safety valve 83 is designed as a check valve 46,47, a directional valve 70 and/or a switching valve 82, by means of which a pressure protection in the brake control module 8 and a brake pressure protection in the service brake cylinder 6 are realized in the standby mode, i.e. in the event of a leak in the service brake circuit 35, 37.

With the configuration according to the invention, the brake control module 8 is connected to the two outputs 24 of the compressed air preparation unit 2. This is preferably achieved by two parallel supply lines between the output 24 of the compressed air preparation unit 2 and the associated brake control module 8, which supply lines can be combined only in the brake control module 8 or outside it.

List of reference numerals

1 brake device

2 compressed air preparation unit

3 brake signal generator

4 brake pedal

5 brake control unit

6 driving brake cylinder

7 combined spring energy-storing brake cylinder

8 braking control module

9 control unit

10 pressure sensor

11 solenoid valve

12 input interface

13 compressor

14 input pipeline

15 air dryer

16 exhaust part

17 exhaust branch

18 safety valve

19 stop valve

20 center line

21 safety valve

22 check valve

23 loop pipe

24 output terminal

25-loop protection valve

26 bypass line

27 regeneration valve

28 flow controller

29 exhaust part

30 control circuit

31 control circuit

32 pressure limiting valve

33 check valve

34 air suspension circuit

35 service brake circuit

36 backup circuit

37 service brake circuit

38 trailer brake circuit

39 spring energy-storage brake circuit

40 auxiliary consumer circuit

41 compressed air storage

42 compressed air storage

43 Standby compressed gas Container

44 input interface

45 input interface

46 check valve

47 check valve

48 input pipeline

49 output interface

50 solenoid valve

51 exhaust branch

52 exhaust part

53 solenoid valve

54 pressure sensor

55 control unit

56 control circuit

57 supply line

58 supply line

59 supply line branch

60 supply line branch

61 supply line branch

62 supply line branch

63 supply line branch

64 supply line branch

65 brake control module unit

66 branch pipelines

67 branch pipeline

68 check valve

69 check valve

70 switching valve

71 supply line

72 supply line branch

73 supply line branch

74 solenoid valve

75 solenoid valve

76 solenoid valve

77 electromagnetic valve

78 relay valve

79 control interface

80 branch pipeline

81 branch pipeline

82 switching valve

83 safety valve