ELECTRIC APPARATUS OF A VEHICLE HAVING AN AT LEAST PARTLY ELECTRIC BRAKING AND STEERING DEVICE

Abstract

An electric equipment component of a vehicle having an electric braking/steering device, including: a) an electric steering device with/without a continuous mechanical connection between a steering wheel and a steering gear mechanism, and an electronic steering control device and an electric steering actuator; an electropneumatic service brake device having an electropneumatic service brake valve device, an electronic brake control device, electropneumatic modulators and pneumatic wheel brake actuators; and a device having the electronic evaluation device of the electropneumatic service brake valve device and generating a second activation force independently of a driver's braking request, the further device acting on the control piston in the same or opposite direction to the first activation force when a braking request, independent of the driver's request, is present; the electronic evaluation device being integrated into the electronic steering control device, or the electronic steering control device being integrated into the electronic evaluation device.

Claims

1-23. (canceled)

24. An electric equipment component of a vehicle having an at least partially electric braking and steering device, comprising: a) an electric or electro-mechanical steering device with or without a continuous mechanical connection between a steering wheel and a steering gear mechanism, and having an electronic steering control device and an electric steering actuator; b) an electropneumatic service brake device, which includes an electropneumatic service brake valve device, an electronic brake control device, electropneumatic modulators and pneumatic wheel brake actuators; wherein: c) the electronic brake control device electrically controls the electropneumatic modulators to generate pneumatic brake pressures or brake control pressures for the pneumatic wheel brake actuators wheel-specifically, axle-specifically or side-specifically, d) the electropneumatic service brake valve device has a service brake activation element and, within at least one electric service brake circuit, at least one electrical channel with at least one electric brake value generator which can be activated by the service brake activation element and outputs activation signals as a function of activation of the service brake activation element, and at least one electronic evaluation device which receives the activation signals and inputs braking request signals into the electronic brake control device as a function of the activation signals, and, within at least one pneumatic service brake circuit, at least one pneumatic channel in which, by activating the service brake activation element based on a driver's braking request, at least one control piston of the service brake valve device is loaded with a first activation force, and the control piston directly or indirectly controls at least one double seat valve, containing an inlet seat and an outlet seat, of the service brake valve device, to generate pneumatic brake pressures or brake control pressures for the pneumatic wheel brake actuators; and e) a further device which contains the electronic evaluation device of the electropneumatic service brake valve device and generates a second activation force independently of a driver's braking request, wherein the further device acts on the at least one control piston in the same direction as or in the opposite direction to the first activation force when a braking request which is independent of the driver's request is present; wherein one of the following is satisfied: f1) the electronic evaluation device is integrated into the electronic steering control device, or f2) the electronic steering control device is integrated into the electronic evaluation device.

25. The electric equipment of claim 24, wherein, according to: a first variant of the electropneumatic service brake device, the brake pressure in the pneumatic wheel brake actuators of the vehicle, and, if appropriate, in pneumatic wheel brake actuators of a trailer of the vehicle, is closed-loop or open-loop controlled purely pneumatically only in the event of a fault in the electric service brake circuit and in the event of activation of the service brake activation element, and otherwise is always closed-loop or open-loop controlled electrically, or in that, a second variant of the electropneumatic service brake device, the brake pressure in the pneumatic wheel brake actuators of the vehicle, and, if appropriate, in pneumatic wheel brake actuators of a trailer of the vehicle, is controlled purely pneumatically by activating the service brake activation element, wherein a vehicle movement dynamics controller is additionally provided which intervenes electrically by a braking intervention or steering braking intervention only when critical situations occur, or a third variant of the electropneumatic service brake device, the brake pressure is open-loop or closed-loop controlled in some of the pneumatic wheel brake actuators of the vehicle, and if appropriate, of the trailer of the vehicle according to the first variant, and the brake pressure is open-loop or closed-loop controlled in other ones of the pneumatic wheel brake actuators of the vehicle, and if appropriate, of the trailer of the vehicle, according to the third variant.

26. The electric equipment component of claim 24, wherein the electropneumatic service brake device has an electronic stability program (ESP) function and/or an anti-lock brake system (ABS) function in combination with a traction control function with traction control valves on the front and rear axles.

27. The electric equipment component of claim 24, further comprising: an autopilot device or a driver assistance system which input, without the involvement of the driver, steering and/or braking request signals into the steering device and/or into the service brake device, wherein the steering and/or braking request signals are generated, in particular, as a function of driving operation conditions.

28. The electric equipment component of claim 27, wherein the steering and/or braking request signals of the autopilot device or of the driver assistance system, which are generated without the involvement of the driver, are input into the electronic steering control device of the steering device and/or into the electronic brake control device of the electropneumatic service brake device and/or into the electronic evaluation device of the electropneumatic service brake valve device.

29. The electric equipment component of claim 28, wherein a control unit of the autopilot device and/or of the driving assistance system, the electronic steering control device of the steering device, the electronic brake control device of the electropneumatic service brake device and the electronic evaluation device of the electropneumatic service brake valve device are connected to a data bus.

30. The electric equipment component of claim 24, wherein the electropneumatic service brake device is supplied with electric energy by a first electric energy source or by a first energy supply circuit, which energy source or energy supply circuit is independent of a second electric energy source or a second energy supply circuit which supplies the electropneumatic service brake valve device with electric energy, wherein the electric or electromechanical steering device is supplied with electric energy by the second electric energy source or by the second energy supply circuit.

31. The electric equipment component of claim 30, wherein the electronic brake control device of the electropneumatic service brake device or electronics which differ therefrom is/are embodied so that it/they detect(s) a failure or fault in the second electric energy supply circuit, in the second electric energy source or in the steering device, wherein the electronic brake control device or the electronics then actuate the electropneumatic service brake device so that the latter implements steering request signals, possibly output by the autopilot device or the driver assistance system, in the form of wheel-specific or side-specific braking interventions, at the wheel brake actuators.

32. The electric equipment component of claim 30, wherein at least one electric signal generator is provided, which is supplied with electrical energy by the first electric energy source or by the first energy supply circuit, can be activated by the service brake activation element and, when the service brake activation element is activated, inputs an electrical activation signal into the electronic brake control device or electronics which differ therefrom.

33. The electric equipment component of claim 32, wherein the electric signal generator is integrated into the electropneumatic service brake valve device and is formed, in particular, by an electric switch.

34. The electric equipment component of claim 27, further comprising: at least one electric signal generator, which is supplied with electrical energy by the first electric energy source or by the first energy supply circuit, and which is activatable by the pneumatic brake pressure or brake control pressure in the at least one pneumatic service brake control circuit and which, when the service brake activation element is activated, and inputs an electrical activation signal into the electronic brake control device or electronics which differ therefrom.

35. The electric equipment component of claim 34, wherein the electric signal generator is integrated into the electropneumatic service brake valve device and is formed, in particular, by an electric pressure sensor.

36. The electric equipment component component of claim 32, wherein the electronic brake control device or the electronics is/are embodied so that it/they detect(s) a failure or fault in the second electric energy supply circuit in the second electric energy source or in the steering device, and steering request signals which are possibly output by the autopilot device or the driver assistance system are ignored and not implemented when such a fault is detected and when the activation signal is present.

37. The electric equipment component of claim 27, wherein the electronic evaluation device of the service brake valve device or electronics which differ therefrom is configured so that it detects a failure or a fault in the first electric energy supply circuit, in the first electrical energy source or in the electric service brake circuit of the electropneumatic service brake device, and wherein the electronic evaluation device or the electronics then actuates the service brake valve device so that the latter implements the braking request signals output by the autopilot device or by the driver assistance system in the form of braking interventions at the wheel brake actuators.

38. The electric equipment component of claim 24, wherein an arrangement for generating the second activation force includes at least one of: an electric actuator, an electro-hydraulic or an electropneumatic actuator.

39. The electric equipment component of claim 38, wherein the arrangement for generating the second activation force includes at least one electropneumatic solenoid valve device which outputs at least one pneumatic control pressure as a function of the electrical signals for forming the second activation force, on which pneumatic control pressure the second activation force is dependent.

40. The electric equipment component of claim 39, wherein the control pressure which is output by the at least one solenoid valve device is measured by a sensor system and is regulated by comparison with a setpoint value in the electronic evaluation device, and wherein the sensor system, the solenoid valve device together with the electronic control device form a control pressure regulator for regulating the pneumatic control pressure.

41. The electric equipment component of claim 39, wherein the pneumatic control pressure is inputtable into at least one control chamber of the electropneumatic service brake valve device, the at least one control chamber being bounded by the at least one control piston, and wherein the control chamber is arranged so that in the case of aeration it brings about a second activation force, in the same direction as or the opposite direction to the first activation force, on the at least one control piston.

42. The electric equipment component of claim 24, wherein the steering device includes a hydraulic power steering system.

43. The electric equipment component of claim 24, wherein the electropneumatic service brake device includes an electronic or electronically brake-pressure-controlled brake system (EBS).

44. The electric equipment component of claim 24, wherein if the electronic evaluation device is integrated into the electronic steering control device, output stages for actuating the arrangement for generating a second activation force are integrated independently of a driver's braking request are integrated into the electronic steering control device.

45. The electric equipment component of claim 24, wherein at least one of a wheel rotational speed sensor, an acceleration sensor and a yaw rate sensor is connected to the electronic steering control device.

46. A vehicle, comprising: an electric equipment component of a vehicle having an at least partially electric braking and steering device, including: a) an electric or electro-mechanical steering device with or without a continuous mechanical connection between a steering wheel and a steering gear mechanism, and having an electronic steering control device and an electric steering actuator; b) an electropneumatic service brake device, which includes an electropneumatic service brake valve device, an electronic brake control device, electropneumatic modulators and pneumatic wheel brake actuators; wherein: c) the electronic brake control device electrically controls the electropneumatic modulators to generate pneumatic brake pressures or brake control pressures for the pneumatic wheel brake actuators wheel-specifically, axle-specifically or side-specifically, d) the electropneumatic service brake valve device has a service brake activation element and, within at least one electric service brake circuit, at least one electrical channel with at least one electric brake value generator which can be activated by the service brake activation element and outputs activation signals as a function of activation of the service brake activation element, and at least one electronic evaluation device which receives the activation signals and inputs braking request signals into the electronic brake control device as a function of the activation signals, and, within at least one pneumatic service brake circuit, at least one pneumatic channel in which, by activating the service brake activation element based on a driver's braking request, at least one control piston of the service brake valve device is loaded with a first activation force, and the control piston directly or indirectly controls at least one double seat valve, containing an inlet seat and an outlet seat, of the service brake valve device, to generate pneumatic brake pressures or brake control pressures for the pneumatic wheel brake actuators; and e) a further device which contains the electronic evaluation device of the electropneumatic service brake valve device and generates a second activation force independently of a driver's braking request, wherein the further device acts on the at least one control piston in the same direction as or in the opposite direction to the first activation force when a braking request which is independent of the driver's request is present; wherein one of the following is satisfied: f1) the electronic evaluation device is integrated into the electronic steering control device, or f2) the electronic steering control device is integrated into the electronic evaluation device.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0081] FIG. 1 shows a schematic cross-sectional illustration of a service brake valve device of an electropneumatic service brake device of a vehicle according to an exemplary embodiment of the invention in a “Drive” position.

[0082] FIG. 2 shows a schematic circuit diagram of an exemplary embodiment of an electric equipment of a vehicle which contains an electropneumatic service brake device with a service brake valve device according to FIG. 1 and an autopilot device and a steering device.

[0083] FIG. 3 shows a simplified schematic illustration of the electric equipment from FIG. 2.

[0084] FIG. 4 shows the steering device in a situation in which the driver is steering.

[0085] FIG. 5 shows the steering device in a situation in which the driver is steering.

[0086] FIG. 6 shows the steering device in a situation in which the autopilot device is steering.

[0087] FIG. 7 shows the steering device in a situation in which the driver and the autopilot device are steering.

[0088] FIGS. 8a, 8b and 8c show embodiments of a solenoid valve device for controlling the service brake valve device.

[0089] FIG. 9 shows an integrated electronic control device composed of an electronic steering control device of a steering device and of an electronic evaluation device of an electropneumatic service brake valve device of the electrical equipment in FIG. 2.

DETAILED DESCRIPTION

[0090] FIG. 1 shows a schematic cross-sectional illustration of a service brake valve device 1 of an electropneumatic service brake device of an electric equipment of a vehicle according to an exemplary embodiment of the invention in a “Drive” position. Electrical equipment is to be understood here as any equipment for a vehicle which comprises electric parts or components.

[0091] The service brake valve device 1 has, for reasons of simplifying the drawings, merely one pneumatic service brake circuit or one pneumatic channel 132 or 134, but in reality may include two pneumatic service brake circuits or two pneumatic channels 132, 134 (see 2). In addition to the pneumatic service brake circuits or the pneumatic channels 132, 134 there can be an electric service brake circuit or an electrical channel 130 with a, here for example, contactless travel pick-up or brake value generator 67 for measuring the activation travel of a service brake activation element 10. The term foot-operated brake module is also used with respect to such an electropneumatic service brake valve device 1.

[0092] The service brake valve device 1 may be used in the electropneumatic service brake device 124 according to 2 which illustrates an electronic brake system (EBS) with brake pressure regulation, in order, on the one hand, to input a pneumatic backup brake control pressure into each of two subordinate pneumatic (backup) service brake circuits and, on the other hand, to input an electrical signal, dependent on a braking request, in a superordinate electric service brake circuit, into an electronic service brake control unit EBS-ECU and from there, possibly after adaptation or correction, into subordinate electropneumatic pressure regulating modules 114, 116 which output, as a function of these electrical signals which represent setpoint brake pressures, a corresponding actual brake pressure to wheel brake cylinders 118, 120 of the respectively assigned axle (front axle, rear axle).

[0093] Such electropneumatic pressure regulating modules 114, 116 are sufficiently understood and contain, in addition to a backup solenoid valve which retains the assigned backup brake control pressure when the electropneumatic brake circuit is intact, an inlet/outlet solenoid valve combination which is connected on the output side to a relay valve. In addition, a local electronic control unit as well as a pressure sensor for measuring the actual brake pressure output by the relay valve are integrated into such a pressure regulating module 114, 116. The actual brake pressure which is measured by the pressure sensor is then compared, as part of a pressure regulating process, with a setpoint brake pressure which is represented by the signal which is input into the pressure regulating module 114, 116 by the electrical channel of the service brake valve device.

[0094] The service brake valve device 1 is therefore provided in order, on the one hand, to control the electric service brake circuit as well as at least one pneumatic service brake circuit (backup brake circuit) of such an electronic brake system (EBS).

[0095] The service brake valve device 1 has a housing 2 in which a plunger piston 4 is accommodated in an axially movable manner with a plunger receptacle 6 which projects through a cover opening of a housing cover. A plunger 8 projects from the top into the plunger receptacle 6 and is connected to a service brake activation element 10 in the form of a foot-operated brake plate. If the driver therefore activates the foot-operated brake plate 10, the plunger 8 presses into the plunger receptacle 6, and the plunger piston 4 is moved downward by the activation force in 1.

[0096] The plunger piston 4 transmits the activation force, which may be via a plunger piston compression spring 14, to a control piston 12 which is also mounted in an axially movable manner in the housing 2. The control piston 12 is supported with respect to the inner wall 66 by a control piston compression spring 46.

[0097] Furthermore, the control piston 12 has a mechanically operative connection to the plunger piston 4 via a plunger piston rod 5, wherein the plunger piston rod 5 is connected to the plunger piston 4 and can impact axially in an upper control piston rod 7, embodied as a beaker-shaped sleeve, of the control piston 12, when the plunger piston rod 5 has reached the base of the sleeve-shaped upper control piston rod 7, if e.g. the plunger piston 4 is moved toward the control piston 12 owing to activation of the service brake activation element. On the other hand, the plunger piston rod 5 can slide in the upper control piston rod 7 if the plunger piston 4 is moved away from the control piston 12.

[0098] On the other side of the control piston 12, an outlet seat 32 of a double seat valve 34 is formed on a lower control piston rod 16, said outlet seat 32 is sealed against a beaker-shaped, hollow valve body 36, which is mounted in an axially movable manner in the housing 2, of the double seat valve 34 or is lifted off therefrom, clears a flow cross section between a working chamber 38 and a head-side passage opening in the valve body 36, which passage opening leads to a venting connection 40. This situation is illustrated in FIG. 1.

[0099] The working chamber 38 is connected to a connection 42 for a pneumatic service brake circuit, to which a pressure line 44 or 45, leading to an electropneumatic pressure regulating module 114, 166 of an axle (front axle, rear axle) is connected (FIG. 2). A backup solenoid valve is integrated into such a pressure regulating module 114, 116 and, when the electric service brake pressure is intact, said backup solenoid valve shuts off the pressure conducted in the pressure line 44, 45 with respect to the wheel brake cylinders 118 and 120 which are connected to the pressure regulating module 114, 116, and when the electric service brake circuit is defective it conducts said pressure through. For this purpose, said backup solenoid valve is embodied, for example, as a 2/2-way solenoid valve with an open position which is spring-loaded in the currentless state and an energized off position.

[0100] A control chamber 22 is formed between the plunger piston 4 and the area of the control piston 12 which points toward the latter. In this context, a connection 48 on the housing 2 opens into the first control chamber 22.

[0101] An output connection 50 of a solenoid valve device 52 is connected to the connection 48, which solenoid valve device 52 is connected at its input connection 54 to a supply pressure line 56 connected to a compressed air supply. Furthermore, a supply connection 58 is present on the service brake valve device 1, to which the supply pressure line 56, which is connected to a supply chamber 60, is also connected.

[0102] The valve body 36 is forced against an inlet seat 64 of the double seat valve 34 by a valve body compression spring 62 which is supported on the floor of the housing 2 and on the interior of the valve body 36, which inlet seat 64 is formed on a radially inner edge of a central through-bore of a further inner wall 66 of the housing 2. In the state of the valve body 36 in which it is lifted off from the inlet seat 64 counter the effect of the valve body compression spring 62, a flow cross section is cleared between the supply connection 58 or the supply chamber 60 and the working chamber 38, which flow cross section permits a flow of compressed air under supply pressure into the connection 42 for the service brake circuit, i.e. into the brake pressure line, in order to aerate the wheel brake cylinders of the respective axle or of the respective brake circuit.

[0103] As already mentioned above, FIG. 1 shows the “Drive” position of the service brake valve device 1 in which the outlet seat 32 is lifted off from the valve body 36, and the connection 42 for the service brake circuit and therefore also its wheel brake cylinder are connected to the venting connection 40. As a result, the active pneumatic wheel brake cylinders of this brake circuit are vented and therefore released.

[0104] The solenoid valve device 52, of which several embodiments are shown in 8a to 8b, permits aeration or venting of the first control chamber 22 and is controlled by an electronic evaluation device or control device FBM-ECU, which will be described later in more detail.

[0105] Furthermore, two redundant travel sensors 67, which may be arranged axially one behind the other and may act in a contactless manner, are arranged in the axial region of the plunger piston 4 as brake value generators in the housing 2, in order to measure the activation travel or the degree of activation of said plunger piston 4 said activation travel or degree of activation being proportional to the activation travel or degree of activation of the service brake activation element 10. The signals of these travel sensors 67 are used, for example, in the electrical channel of the service brake valve device 1 and input into the electronic control device FBM-ECU which conditions these signals and as a result makes them, e.g. databus-compatible and inputs them via an interface 13 into a data communication line 122, e.g. a databus, to which the electronic service brake control unit EBS-ECU is connected. In this respect, the electronic control device FBM-ECU of the service brake valve device 1 (also) constitutes an electronic evaluation device for the signals of the travel sensors 67.

[0106] The first solenoid valve device 52 and the assigned cabling or pneumatic piping or pneumatic lines may form, together with the components of the service brake valve device 1 arranged in the housing 2, one assembly, wherein the first solenoid valve device 52 and the assigned cabling or pneumatic piping or pneumatic lines can also be accommodated in a separate housing which is then connected by flanges to, for example, the housing 2. The spatial arrangement of the electronic control device FBM-ECU of the service brake valve device 1 will be described later in more detail.

[0107] If the driver then activates the service brake activation element 10 of the service brake valve device 1, which corresponds to a driver's braking request, the plunger piston 4 is shifted downward, wherein the plunger piston 5 is forced against the floor of the beaker-shaped sleeve 7, and the control piston 12 is also shifted downward until the outlet seat 32 forms a seal against the valve body 36 and therefore closes the connection between the connection 42 for the service brake circuit and the venting connection 40, with the result that no further venting of the assigned wheel brake cylinders 118, 120 can take place any longer.

[0108] Given more wide ranging activation of the service brake activation element 10 in response to the driver's braking request, the valve body 36 is then forced downward with the outlet seat 32 resting on it, accompanied by lifting off from the inlet seat 64. As a result, compressed air passes under supply pressure from the supply chamber 60 into the working chamber 38 and from there into the connection 42 for the service brake circuit or into the assigned wheel brake cylinders in order to aerate them and therefore engage them. This involves pure driver braking in which a first activation force is applied to the control piston 12 via the plunger piston compression spring 14 on the basis of the activation force applied to the service brake activation element 10 by the driver as a function of the driver's braking request, said first activation force ultimately moving said control piston 12 into its aerating position.

[0109] With such a braking operation which is initiated purely by a driver's braking request, the first solenoid valve device 52 is controlled in the venting position by the electronic control device FBM-ECU, in which position the first control chamber 22 is connected to the atmosphere, in order to avoid pressure effects which arise owing to the expansion of the first control chamber 22.

[0110] Depending on the modulation, by the solenoid valve device 52, of the pneumatic control pressure which is input into the control chamber 22, it is then possible to set a defined second activation force at the second control piston 12, which in turn results in a corresponding braking force, with the result that it is possible to set any braking force between the value of zero and a maximum braking force resulting from the supply pressure in the supply pressure line 56 or 57. In the present case, the second activation force acts, for example, in the same direction and in parallel with the first activation force. However, a directional action of the second activation force in the opposite direction is also conceivable.

[0111] If the first solenoid valve device 52 is placed in the aerating position by the electronic control device FBM-ECU without a driver's braking request being present in the embodiment in 1, the first control chamber 22 is supplied with a pneumatic control pressure which in turn generates a second activation force, directed downward here, at the control piston 12, which, as in the case of the activation by the driver as described above, then places said control piston 12 ultimately in its aerating position.

[0112] Furthermore, the control pressure which is present in the first control chamber 22 then also reacts on the plunger piston 4 and therefore on the service brake activation element 10, which the driver can feel at his foot when he touches the service brake activation element 10 (pedal reaction). Therefore, the driver can feel initiation of automatic braking at his foot.

[0113] In addition to a service braking operation which is initiated by the driver and a service braking operation which is initiated on the basis of service braking request signals generated in an automated manner, without involvement of the driver, a combined service braking operation is also conceivable in which the service brake valve device 1 is used for braking both in response to a driver's braking request and in response to an automatically generated braking request. Then, on the one hand, the first activation force from the driver's service braking request and also the second activation force from the automatically generated braking request act on the control piston 12, here, for example, in the same direction and in parallel, as a result of which the absolute values of the two activation forces are, for example, added together at the control piston 12.

[0114] The control pressure, which is output by the first solenoid valve device 52, for the first control chamber 22, can be subjected to pressure regelation. In this case, the actual control pressure at the output connection 50 is measured with a pressure sensor and compared with a predefined setpoint control pressure by the electronic control device FBM-ECU by corresponding actuation of the first solenoid valve device 52. The solenoid valve device 52 then forms, together with the pressure sensor and the electronic control device ECU, a pressure regulator for the control pressure in the control chamber 22.

[0115] FIG. 8a to FIG. 8c illustrate examples of solenoid valve devices 52a, 52b, 52c or control pressure regulators 52a, 52b, 52c showing how they perform open-loop or closed-loop control of the pneumatic control pressure for the control chamber 22 in the preceding exemplary embodiments. For the sake of simplification, only the reference symbols used in 1 are entered here.

[0116] These examples have in common the fact that they are controlled by the electronic control device ECU, have an input connection 54a, 54b, 54c which is connected to the compressed air supply via the supply pressure line 56, and an output connection 50a, 50b, 50c which is respectively connected to the first control chamber 22 or to the second control chamber 24 or placed in connection therewith. Furthermore, all the embodiments have a venting line 100a, 100b, 100c as well as a pressure sensor 102a, 102b, 102c for measuring the actual control pressure at the output connection 50a, 50b, 50c, with the result that, in conjunction with corresponding algorithms in the electronic control device ECU which indicates the actual control pressure signal which is present at the output connection 50a, 50b, 50c, pressure regulation of the output control pressure is possible or is also carried out.

[0117] In the embodiment in FIG. 8a, a proportional valve 104a ensures there is a control pressure, output (proportionally) in accordance with the electrical control signal, at the output connection 50a, wherein aeration and venting are also possible. In the embodiment in FIG. 8b, an inlet/outlet valve combination composed of two 2/2-way solenoid valves 106b, 108b is provided, wherein the inlet valve 106b which is directly connected to the inlet connection 54b is closed in the non-energized state and opened in the energized state, and the outlet valve 108b is opened in the non-energized state and closed in the energized state. According to FIG. 8c, a 3/2-way solenoid valve 110c as an aerating and venting valve with an aerating position and a venting position is used as a solenoid valve device 52c in combination with a 2/2-way solenoid valve 112c as a holding valve which in its off position holds the pressure at the output connection 50c.

[0118] Such a solenoid valve device 52a, 52b, 52c can be used, in any of the embodiments described above, as a control pressure regulator in combination with the pressure sensor 102, which control pressure regulator includes the electronic control device FBM-ECU, in order to regulate the control pressure which is present at the output 50a, 50b, 50c.

[0119] FIG. 2 shows a schematic circuit diagram of an exemplary embodiment of an electropneumatic service brake device 124 of a traction vehicle which is suitable for coupling a trailer and has a service brake valve device 1 as described above. The service brake valve device 1 according to FIG. 1 is used there merely by way of example, wherein, for example, an electric service brake circuit and two pneumatic service brake circuits are present there.

[0120] The electropneumatic service brake device 124, and the electronic brake control device EBS-ECU thereof, are supplied with electrical energy by a first electrical energy source 126 which is part of the electric service brake circuit and is independent of a second electric energy source 128 which supplies, for example, the service brake valve device 1 and, in particular, its electronic control device FBM-ECU with electrical energy.

[0121] At the service brake valve device 1 it is possible to see the electrical channel 130 for the electric service brake circuit, the pneumatic front-axle channel 132 for the pneumatic front-axle service brake circuit, and the pneumatic rear-axle channel 134 for the pneumatic rear-axle service brake circuit. It is also possible to see the pressure lines 44, 45 which feed the pressure present in the front-axle channel 132 or in the rear-axle channel 134 to the assigned pressure regulating module 114 or 116 where this pressure is firstly shut off with respect to the wheel brake cylinders 118, 120 by the integrated backup solenoid valve. The pressure regulating module 116 which is assigned to the rear axle is, for example, a 2-channel pressure regulating module, opposite which a 1-channel pressure regulating module 114, which is connected to the wheel brake cylinders 118 on the front axle via brake pressure lines into which ABS pressure control valves 138 are integrated, is installed on the front axle. When there is inadmissible brake slip, the ABS pressure control valves are actuated in an understood manner by the electronic brake control device EBS-ECU, in order to adapt the brake slip at the wheels of the front axle to an admissible brake slip. The brake slip regulating process at the wheels of the rear axle takes place by the 2-channel pressure regulating module 116 there, which 2-channel pressure regulating module 116 is connected via brake pressure lines 137 to the assigned wheel brake cylinders. In order to measure wheel slip, wheel rotational speed sensors 24 are arranged on each wheel. Regulating routines of an ESP (electronic stability system), TCS (traction control system) and ABS (anti-lock brake system) control arrangement are implemented in the electronic brake control device EBS-ECU.

[0122] A separate compressed air supply 140, 142 may be provided for each of the two service brake circuits (front axle, rear axle) which compressed air supplies 140, 142 are each connected via a supply pressure line 144, 146, on the one hand, to the respective pneumatic channel 132, 134 of the service brake valve and, on the other hand, to the pressure regulating modules 114, 116. The pressure regulating modules 114, 116 contain an inlet-outlet valve combination and a relay valve which is actuated pneumatically by the latter, wherein in each case a brake pressure is respectively modulated from the supply pressure as a function of actuation by the electronic brake control device EBS-ECU, and is input into the brake pressure lines 136. Furthermore, in each case a pressure sensor, which measures the respectively prevailing actual brake pressure in the brake pressure lines 136, 137 or at the “brake” coupling head and feeds it back into local electronic control devices, is integrated into the pressure regulating modules 114, 116 for each channel or in a trailer control module TCM, said local electronic control devices being each integrated into the pressure regulating modules 114, 116 or into the trailer control module TCM, in order to be able to carry out in an understood manner a brake pressure regulating process by comparison with a setpoint brake pressure.

[0123] The trailer control module TCM which is sufficiently understood is controlled by compressed air in a redundant manner via, for example, the pressure line 44 which is assigned to the pneumatic front axle brake circuit, said trailer control module TCM is also controlled electrically with priority by the electronic brake control device EBS-ECU. The trailer control module TCM is, furthermore, supplied with compressed air by one of the compressed air supplies 140 or 142 by the compressed air supply line 144 or 146, which, is, however, not shown in FIG. 2. On the output side, the trailer control module TCM is connected to a “brake” coupling head 148 and to a “supply” coupling head 150, in order to control the trailer brakes in an understood manner.

[0124] It is self-evident that the pressure regulating modules 114, 116, the trailer control module TCM and the ABS pressure control valves 138 are each connected to the electronic brake control device EBS-ECU by an electric control line 152.

[0125] Furthermore, it is possible to see the electronic control device FBM-ECU which may be e.g. integrated into the service brake valve device 1 which is e.g. embodied according to FIG. 1, and the first solenoid valve device 52b which contains, for example according to FIG. 8b, an inlet/outlet valve combination 106b, 108b as well as a pressure sensor 102b. In the exemplary embodiment shown, these components are, for example, accommodated in a separate housing which is connected by flanges to the housing of the service brake valve device 1. Furthermore, the redundantly present brake value generators 67 can also be seen. The electronic control device FBM-ECU contains, for example, two redundant microprocessors 154a, 154b which monitor one another. In the same way, the electronic brake control device EBS-ECU also has two redundant microprocessors 156a, 156b. The wheel rotational speed sensors 24 on the wheels also signal the respective wheel rotational speed to the local control units in the pressure regulating modules 114, 116, which they then connect onward to the electronic brake control unit EBS-ECU.

[0126] The electrical equipment also comprises an electromechanical steering device 26 with a, for example, continuous mechanical connection between a steering wheel 28 and a steering gear mechanism 30 (FIG. 4). An electronic steering control unit 29 of the steering device 26 communicates with a vehicle databus 122, to which the electronic brake control unit EBS-ECU, the electronic control device FBM-ECU and an autopilot device 70 are also connected. The autopilot device 70 is configured in such a way that it actuates, inter alia, the steering device 26, the electropneumatic service brake device 124 and the service brake valve device 1 and the control units thereof without the involvement of the driver, and therefore also constitutes a driver assistance system. Therefore, at least partially automated control of the brakes and of the steering of the vehicle is implemented, which may be as a function of driving operation conditions such as, for example, the vehicle speed, the distance and/or the relative speed with respect to a vehicle traveling ahead, the stability of the vehicle, in particular also in connection with the trailer etc. For this purpose, the autopilot device 70 receives, via sensors which are not shown here, data relating to driving operation conditions.

[0127] The steering device 26 or in particular the electronic steering control unit 29 thereof is supplied with electrical energy via the second energy source 128, and for example the autopilot device 70 likewise. The trailer control module TCM which is electrically controlled by the electronic brake control unit EBS-ECU is connected, on the one hand, to a “brake” coupling head 148 and, on the other hand, to a “supply” coupling head 150, wherein corresponding brake and supply lines which lead to the trailer are detachably connected to these coupling heads.

[0128] The electromechanical steering device 26 is illustrated in detail in FIG. 4. The steering wheel torque 76 which is applied by the driver via the steering wheel 28 is introduced via a steering spindle 68 into an electric steering actuator 72 which is formed, for example, by an electric motor. Furthermore, a steering wheel torque sensor 74, which senses the steering wheel torque 76 which is respectively applied by the driver via the steering wheel 28 and is input as a steering wheel torque signal into the electronic steering control unit 29 which is connected to the databus 122 (FIG. 2), is mounted on the steering spindle 68.

[0129] The electronic steering control unit 29 can basically actuate the steering actuator 72 as a function of the steering wheel torque 76 sensed at the steering wheel 28, in order to generate an additional superimposition torque at the steering column 68 with respect to the steering wheel torque 76 applied by the driver. Therefore, the steering device 26 constitutes here, for example, what is referred to as a superimposition steering system with superimposition of the steering torque. Instead of the steering wheel torque 76, the respective steering wheel angle a can also be sensed by a steering wheel angle sensor, with the result that a superimposition steering system with steering wheel angle superimposition would be present.

[0130] However, the steering actuator 72 can also generate a steering torque 82 at the steering spindle 68 without the involvement of the driver, i.e. without activation of the steering wheel 28 (FIG. 5). In the case which is present in FIG. 4, the steering actuator 72 does not input any steering torque 82 into the steering spindle 68, with the result that the steering forces alone are derived from the steering wheel torque 76 generated by the driver. FIG. 4 shows a situation in which the steering request originates exclusively from the driver who correspondingly activates the steering wheel 28.

[0131] The steering gear mechanism 30 may contain here a hydraulic power steering system and boosts the steering wheel torque 76. The steering gear mechanism 30 then actuates via a steering gear linkage 78, axle stubs 80a, 80b of the left-hand and right-hand front wheels of the steered front axle FA, in order to set there in each case a steering angle b.sub.1 and b.sub.2 for the right and left. The rear axle RA may be unsteered here.

[0132] FIG. 5 shows a situation in which the steering torque 82 which acts on the steering spindle 68 is generated exclusively by the steering actuator 72 on the basis of its actuation by the electronic steering control unit. This actuation is carried out, for example, by a steering request which is output by the autopilot device 70 and is transmitted by the databus 122.

[0133] FIG. 6 shows what is referred to as a steering braking process in which, by selective braking of, here for example, the respective left wheel on the front axle FA and on the rear axle RA, a yawing torque M.sub.Brake, Yaw is generated which causes the vehicle to follow, here for example, a left-handed bend path. The steering rolling radius R.sub.SteeringRoll at the left front wheel is decisive for the yawing torque M.sub.Brake, Yaw and in combination with the braking force DF.sub.Brake, FA acting at said left front wheel it generates a braking torque DF.sub.Brake, FA.Math.R.sub.SteeringRoll, and also the half axle length a, which in combination with the braking force DF.sub.Brake, RA generates a braking torque DF.sub.Brake, Ra.Math.a. The steering braking request is initiated here by the autopilot device 70 and transmitted via the databus 122 to the electronic brake control unit EBS-ECU which in response brings about the braking of the two wheels.

[0134] FIG. 7 illustrates a situation in which a steering wheel torque 76 which is applied to the steering wheel spindle 68 by the driver via the steering wheel 28 is superimposed on a steering torque 82 which is applied by the steering actuator 72. Furthermore, a yawing torque M.sub.Brake, Yaw is also effective owing to a steering braking process. Therefore, the case is shown here in which the possibilities of steering of the vehicle which are shown in FIG. 4 to FIG. 6 are superimposed on one another.

[0135] FIG. 3 then shows a schematic view of various embodiments of a power supply of the electric and electronic components of the electric equipment of the vehicle.

[0136] According to a first embodiment, the steering device 26 or the electronic steering control unit 29 thereof and the service brake valve device 1 or the electronic control device FBM-ECU thereof are supplied with power by the second electric energy source 128, and the electropneumatic service brake device 124 or the brake control unit EBS-ECU thereof is supplied with power by the first electric energy source 126. The corresponding energy supply lines 84, 86 are characterized in FIG. 3 by unbroken lines with arrows in the form of triangular surfaces. The brake value generator 67 of the service brake valve device 1 is optionally also supplied with power here by the second electric energy source 128, as is indicated by the energy supply line 92 which is shown by dashed lines.

[0137] In this context, the electronic brake control device 1 of the electropneumatic service brake device 124 or the electronic control device FBM-ECU thereof is configured in such a way that it detects a failure or fault in a second electric energy supply circuit containing the second electric energy source 128 or in the steering device 26, wherein the electronic brake control device 1 or the electronic control device FBM-ECU thereof then actuates the electropneumatic service brake device 124 so that the latter implements steering request signals, possibly output by the autopilot device 70, in the form of wheel-specific or side-specific braking interventions at the wheel brake actuators.

[0138] According to a second embodiment there is provision that at least one electric signal generator 88, which is supplied with electrical energy, for example, by the first electric energy source 126 or by the first energy supply circuit via an energy supply line 94 (illustrated by a dashed line), and can be activated by the service brake activation element 10 is provided which, when the service brake activation element 10 is activated inputs an electrical activation signal into the electronic brake control device EBS-ECU via a signal line 90 which is shown by a dashed line in FIG. 3. In this context, the electric signal generator 88 can be integrated into the electropneumatic service brake valve device 1 and formed, in particular, by an electric switch.

[0139] According to a third embodiment, at least one electric signal generator 88 which is supplied with electrical energy by the first electric energy source 126 or by the first energy supply circuit and can be activated by the pneumatic brake pressure or brake control pressure in one or both pneumatic service brake control circuit(s) can be provided, which electric signal generator 88 inputs an electrical activation signal into the electronic brake control device EBS-ECU when the service brake activation element 10 is activated. In this context, the electric signal generator 88 can in turn be integrated into the electropneumatic service brake valve device 1 and, in particular, formed by an electric pressure sensor. This brake pressure or brake control pressure which is measured by the signal generator 88 is respectively present in the pressure lines 44, 45 of the two pneumatic service brake circuits (FIG. 2). In the third embodiment, the brake value generator 67 of the service brake valve device 1 is supplied with power, for example, by the first electric energy source 126 via an energy supply line 96 (shown by a dashed line).

[0140] In the second and third embodiments, the electronic brake control device EBS-ECU is configured, in particular, in such a way that it detects a failure or fault in the second electric energy supply circuit containing the second electrical energy source 128 or in the steering device 26, and when such a fault is detected and when an activation signal which is generated by the signal generator 88 is present said electronic brake control device EBS-ECU ignores steering request signals which are possibly output by the autopilot device 70 and does not implement them.

[0141] Therefore, a signal generator 88 which may be additional with respect to the electric braking value generator 67 is provided, which signal generator 88 is supplied with electrical energy by the same first electric supply circuit 126 as the electropneumatic service brake device 124 and detects that the driver wishes to brake. In this case, even when a fault is detected in the steering device 26 no steering braking intervention is carried out, since the driver is clearly in position and can assume control. The braking process is then carried out only with the pneumatic service brake circuits of the electropneumatic service brake device 124.

[0142] According to a fourth embodiment, the electropneumatic service brake valve device 124 or the brake control unit EBS-ECU thereof is additionally supplied with electrical energy by the first energy supply circuit which contains the first electric energy source 126. In this context, the braking value generator 67 of the service brake valve device 1 is supplied with power by the second electric energy source 128 via the energy supply line 92.

[0143] In the third and fourth embodiments, the electric service brake circuit of the electropneumatic service brake device 124 receives the driver's braking request even in the event of failure of the first electric supply circuit or of the first electric energy source 126, and can implement said driver's braking request. As a result, the brake pressures in the wheel brake actuators 118, 120 can be correspondingly modified for steering braking, and can therefore implement both a driver's braking request and a steering request simultaneously. These embodiments are therefore also suitable to represent a redundancy of the power steering system in the steering gear mechanism 30 of the steering device 26.

[0144] According to a further embodiment, the electronic control device FBM-ECU of the service brake valve device 1 is configured in such a way that it detects a failure or a fault in the first electric energy supply circuit containing the first electric energy source 126 or in the electric service brake circuit of the electropneumatic service brake device 124, wherein the control device FBM-ECU then actuates the service brake valve device 1 so that the latter implements braking request signals, possibly output by the autopilot device 70, in the form of braking interventions at the wheel brake actuators 118, 120.

[0145] Furthermore, the method of functioning of the electropneumatic service brake device 124 is as follows: when the superordinate electric service brake circuit of the electropneumatic service brake device 124 is intact, in the event of a driver's braking request by activation of the service brake activation element 10, an electrical braking request signal is generated in the service brake valve device 1 by the braking value generators 67 and input into the electronic control device FBM-ECU of the service brake valve device 1 where these signals are conditioned and introduced into the electronic brake control device EBS-ECU via the databus 122. In said electronic brake control device EBS-ECU, the signals are corrected by higher functions such as e.g. load-dependent braking force control (ALB), differential slip control etc., and then in each case a signal representing a setpoint brake pressure is input from there into the pressure regulating modules 114, 116 or TCM where a corresponding brake pressure is modulated from the supply pressure by corresponding activation of the inlet/outlet valve combinations which are respectively present there, and is conducted into the wheel brake cylinders 118, 120, in order to engage them accordingly. By the pressure sensors which are integrated in the modules 114, 116, TCM, the actual brake pressure is measured and adapted in the sense of a brake pressure regulating process by comparison with the setpoint brake pressure which is present as a signal representing said setpoint brake pressure in the local control units. The specified processes therefore occur in the superordinate electric service brake circuit.

[0146] In parallel with this, a brake pressure is generated in the way described above by the activation of the service brake activation element 10 in the two pneumatic channels 132, 134 and then also in the pressure lines 44, 45 connected thereto, but said brake pressure can also be held back in the modules 114, 116, TCM by the backup solenoid valves which are connected in an energized state into the off position.

[0147] If a fault or defect then occurs in the superordinate electric service brake circuit, whether it be the first energy source 126, the electronic brake control device EBS-ECU or one of the local control units in the modules 114, 116, TCM, which fails, the backup solenoid valves which are integrated into these modules then switch in a non-energized state into their open position, as a result of which the brake pressures which are present in the pressure lines 44, 45 are conducted through the modules 114, 116, TCM to the wheel brake cylinders 118, 120 or to the “brake” coupling head, in order to engage the wheel brakes in the traction vehicle or in the trailer. However, in the event of a defect in the electric service brake circuit it has therefore hitherto only been possible for the brakes to be activated by the driver and then only in a purely pneumatic manner.

[0148] Furthermore, the electronic control device FBM-ECU of the electropneumatic service brake valve device 1 is embodied in such a way that when a fault or a failure of the superordinate electric service brake circuit of the electropneumatic service brake device has been detected and if a braking request is present, said electronic control device FBM-ECU actuates the first solenoid valve device 52b in order, as described above, to generate at the control piston 12 a second activation force which is able, even without a driver's braking request, to lift off the valve body 36 from the inlet seat 64, in order to aerate the pressure lines 44, 45, leading to the modules 114, 116, TCM, with a brake pressure which is formed in accordance with the second activation force. Since the backup solenoid valves there are switched in a non-energized state into their open positions, this brake pressure then passes into the wheel brake cylinders 118, 120 or into the “brake” coupling head 148.

[0149] A failure or a fault of the electric service brake circuit is detected, in particular, within the scope of self-monitoring, by the electronic brake control device EBS-ECU of the electropneumatic service brake device 124 itself or within the scope of external monitoring by the electronic control device FBM-ECU of the electropneumatic service brake valve device 1. However, external monitoring by an electronic control device of any third system is also conceivable. The communication may be carried out here via the databus 122. Since the electronic control device FBM-ECU of the service brake valve device 1 is supplied with power by the second energy source 128 which is independent of the first energy source 126, this functionality is also not prevented by a failure of the first energy source 126.

[0150] The second electric energy source can be represented, for example, by a separate battery, (double layer) capacitors, a further energy store or else a separate power generating unit (e.g. compressed-air-operated generator). The second energy source may be monitored for charging capacity and functional capability (SOC, SOH, regular charging/discharging). This can be done, for example, by the electronic brake control device EBS-ECU of the electropneumatic service brake device 124, the electronic control device FBM-ECU of the service brake valve device 1 or by some other system such as e.g. the battery monitoring system of a hybrid drive controller of the vehicle.

[0151] The braking request can originate here from any system of the vehicle, here, in particular, from the autopilot device 70 or, for example, also from an adaptive cruise control (ACC) system by which the distance or the relative speed with respect to a vehicle traveling ahead is kept constant. The functionality of such an ACC system can then be maintained even when the electric service brake circuit of the service brake device 124 has failed.

[0152] The automatically generated braking request or the automatically generated braking request signal is then input as an electrical signal via the interface 13 into the control device FBM-ECU of the service brake valve device 1, in order to generate the second activation force at the control piston 12. Since this interface 13 may be connected to the databus 122, via which not only the communication with the electronic control device EBS-ECU of the service brake device 124 takes place but also the communication with electronic control devices of a number of further electronic vehicle systems which include, in particular, at least one driver assistance system such as an ACC, the braking request signal can be generated automatically by any system of the traction vehicle.

[0153] FIG. 9 now shows an integrated electronic control device 31 composed of the electronic steering control unit 29 of the steering device 26 and of the electronic control device FBM-ECU of the electropneumatic service brake valve device 1 in FIG. 1. Here, the electronic control device FBM-ECU of the service brake valve device 1 may be integrated into the electronic steering control unit 29 of the steering device 26. Alternatively, the electronic steering control unit 29 of the steering device 26 can also be integrated into the electronic control device FBM-ECU of the service brake valve device 1. Here, in particular, the software relating to the steering control functions and the software relating to the service brake valve functions is implemented in the common integrated electronic control device 31. The integrated electronic control device 31 may constitute a separate unit and has, for example, a separate housing and is connected to the data bus 122.

[0154] The List of Reference Numbers is as follows: [0155] 1 Service brake valve device [0156] 2 Housing [0157] 4 Plunger piston [0158] 5 Plunger piston rod [0159] 6 Plunger receptacle [0160] 7 Upper control piston rod [0161] 8 Plunger [0162] 10 Service brake activation element [0163] 12 Control piston [0164] 13 Electrical connection [0165] 14 Plunger piston compression spring [0166] 16 Lower control piston rod [0167] 22 Control chamber [0168] 24 Wheel rotational speed sensor [0169] 26 Steering device [0170] 28 Steering wheel [0171] 29 Steering control unit [0172] 30 Steering gear mechanism [0173] 31 Integrated electronic control device [0174] 32 Outlet seat [0175] 34 Double seat valve [0176] 36 Valve body [0177] 38 Working chamber [0178] 40 Venting connection [0179] 42 Connection of service brake circuit [0180] 44 Brake pressure line [0181] 45 Brake pressure line [0182] 46 Control piston compression spring [0183] 48 Connection [0184] 50 Output connection [0185] 52 First solenoid valve device [0186] 54 Input connection [0187] 56 Supply pressure line [0188] 57 Supply pressure line [0189] 58 Supply connection [0190] 60 Supply chamber [0191] 62 Valve body compression spring [0192] 64 Inlet seat [0193] 66 Inner wall [0194] 67 Travel sensor [0195] 68 Steering spindle [0196] 70 Autopilot device [0197] 72 Steering actuator [0198] 74 Steering wheel angle sensor [0199] 76 Steering wheel torque [0200] 78 Steering linkage [0201] 80a/b Axle stub [0202] 82 Steering torque [0203] 84 Energy supply line [0204] 86 Energy supply line [0205] 88 Signal generator [0206] 90 Signal line [0207] 92 Energy supply line [0208] 94 Energy supply line [0209] 96 Energy supply line [0210] 104 Proportional valve [0211] 106 2/2-way solenoid valve [0212] 108 2/2-way solenoid valve [0213] 110 3/2-way solenoid valve [0214] 112 2/2-way solenoid valve [0215] 114 Pressure regulating module [0216] 116 Pressure regulating module [0217] 118 Wheel brake cylinder [0218] 120 Wheel brake cylinder [0219] 122 Databus [0220] 124 Service brake device [0221] 126 First energy source [0222] 128 Second energy source [0223] 130 Electrical channel [0224] 132 Pneumatic front axle channel [0225] 134 Pneumatic rear axle channel [0226] FBM-ECU Electronic control device of the service brake valve device [0227] EBS-ECU Electronic control device of the service brake device