TRACTOR PROTECTION VALVE ASSEMBLY AND ELECTRO-PNEUMATIC BRAKE SYSTEM OF A TRACTOR VEHICLE

Abstract

An electro-pneumatic tractor protection valve assembly (8) including a trailer supply input (84) for receiving a supply pressure, a trailer service output (87) for delivering a trailer supply pressure, a first supply input (81) for receiving a primary driver brake pressure, a second supply input (82) for receiving a secondary driver brake pressure, a dual brake valve (14) actuated by a brake pedal (10) and supplying the brake control pressures, a vent opening (86) for venting an internal conduit, a first electrically controlled pneumatic valve (92) to receive a first electric control signal for trailer assistance braking, and a trailer control output (85) for delivering a trailer brake control pressure. The valve assembly includes one single casing (8a) accommodating the first supply input (81), the second supply input (82), the trailer supply input (84), the trailer control output (85), the vent opening (86) and the trailer service output (87).

Claims

1. An electro-pneumatic tractor protection valve assembly (8) to be used in a tractor vehicle (1), for supplying a trailing vehicle (3) with a trailer supply pressure and with a trailer brake control pressure for enabling trailer brake processes of a trailer pneumatic brake system (4) of the trailing vehicle (3), the tractor protection valve assembly (8) comprising: a trailer supply input (84) for receiving at least one supply pressure, a trailer service output (87) for delivering the trailer supply pressure to a trailer supply line (120), a first supply input (81) for receiving a primary driver brake pressure and a second supply input (82) for receiving a secondary driver brake pressure, both the primary driver brake pressure and the secondary driver brake pressure to be supplied from a dual brake valve (14) actuated by a driver brake pedal (10), a vent (86) for venting at least one internal conduit (33) of the electro-pneumatic tractor protection valve assembly (8), a first electrically controlled pneumatic valve (92, 92) to receive a first electric control signal (S1) to start a trailer assistance brake process without actuation of the driver brake pedal (10), and a trailer control output (85) for delivering the trailer brake control pressure to a connected trailer control line (121) for starting a trailer brake process, the trailer control output (85) delivering the trailer brake control pressure in case of at least one of the following situations: the primary brake control pressure being supplied to the first supply input (81), the secondary brake control pressure being supplied to the second supply input (82), or the first electric control signal (S1) signaling an assistance brake process, wherein the electro-pneumatic tractor protection valve assembly (8) further comprises one single casing (8a), in which the first supply input (81), the second supply input (82), the trailer supply input (84), the trailer control output (85), the vent opening (86) and the trailer service output (87) are accommodated.

2. The tractor protection valve assembly (8) according to claim 1, further comprising at least a first two-way valve (26) with two inputs (26-1, 26-2) and one output (26-3) for passing through a maximum pressure of two applied pressures to the output (26-3).

3. The tractor protection valve assembly (8) according to claim 2, wherein the primary driver brake pressure received at the first supply input (81), the secondary driver brake pressure received at the second supply input (82), and a brake control pressure produced for assistance brake processes, and for passing through the maximum pressure as the trailer brake control pressure.

4. The tractor protection valve assembly (8) according to claim 3, further configured for receiving a pressure signal or supply pressure from a trailer assistance control valve (18) to be actuated by a driver for initiating a selective trailer brake as assistance anti-Jackknife brake function, the pressure signal or supply signal being one of the plurality of pressures.

5. The tractor protection valve assembly (8) according to claim 1, further comprising a tractor protection valve (27) pneumatically controlled by a trailer supply pressure, the tractor protection valve (27) comprising an input port (27-1), an output port (27-2), and a venting port (27-3), the tractor protection valve (27) configured for delivering the trailer brake control pressure to the trailer control output (85) when the trailer supply pressure acts on the venting port (27-3).

6. The tractor protection valve assembly (8) according to claim 1, wherein the first electrically controlled pneumatic solenoid valve (92) is a 2/2-solenoid valve configured for receiving the first electric control signal (S1), further comprising a second electrically controlled pneumatic solenoid valve (93) configured for receiving a second electric control signal (S2), wherein the first and second electrically controlled pneumatic solenoid valves (92, 93) are configured for enabling phases of pressure increase, pressure holding and pressure release at the trailer control output (85).

7. The tractor protection valve assembly (8) according to claim 1, wherein the first electrically controlled pneumatic solenoid valve (92) is a 3/2 way solenoid valve configured for receiving the first electric control signal (S1) and for enabling phases of pressure increase and pressure release at the trailer control output (85).

8. The tractor protection valve assembly (8) according to claim 1, wherein the casing (8a) is a die-cast part comprising bores forming conduits and further bores for inserting internal valves.

9. The tractor protection valve assembly (8) according to claim 1, wherein the trailer service output (87) is connected to the trailer service input (84) via at least one bore of the casing (8a), for passing the supply pressure received at the trailer supply input (84) through and delivering it as trailer brake supply pressure.

10. An electro-pneumatic brake system (2) for a tractor vehicle (1), comprising a tractor protection valve assembly (8) according to claim 1, a driver brake pedal (10) and a dual brake valve (14) to be actuated by the drivers brake pedal (10), a primary reservoir (11) and a secondary reservoir (12), which are connected to the first supply input (81) and the second supply input (82) of the tractor protection valve assembly (8) to be passed through the dual brake valve (14) as analog driver's brake pressures in dependence of the actuation of the driver brake pedal (10), a trailer supply valve (20) connected to the trailer supply input (84), a trailer supply valve handle (21) to be actuated for opening the trailer supply valve (20) to provide the trailer service output (87) with the trailer brake supply pressure, an electric control unit (6) outputting the at least one electric control signal (S1, S2) to the first solenoid valve (92) for enabling an assistance brake procedure of the trailing vehicle (3).

11. The electro-pneumatic brake system (2) according to claim 10, further comprising an external driver assistance system (5) outputting external brake request signals (XBR) to the electric control unit (6), the electric control unit (6) outputting the at least first control signal (S1) in dependence of the external brake request signals (XBR).

12. The electro-pneumatic brake system (2) according to claim 11, the external driver assistance system being selected of the group consisting of cruise control (CC), automatic cruise control (ACC) or pre-crash system for preventing a crash or lowering the damage in case of a crash.

13. The electro-pneumatic brake system (2) according to claim 10, further comprising a stability control system by selectively actuating brakes, wherein the electric control unit (6) realizes a stability control of the trailing vehicle (3) by outputting the at least first control signal (S1).

14. The electro-pneumatic brake system (2) according to claim 10, further comprising a trailer control valve (18) delivering a pressure signal or primary supply pressure and a trailer control valve handle (19) to actuate the trailer control valve (18) to initiate a selective trailer brake process as Anti-Jackknife process.

15. The electro-pneumatic brake system (2) according to claim 10, wherein the first solenoid valve (92) of the tractor protection valve assembly (8) is a 3/2 way solenoid valve for receiving the first electric control signal (S1) and enabling only phases of pressure increase and pressure release at the trailer control output (85) and the connected trailer control line (121), wherein the electric control unit (6) is configured for outputting the first electric control signal (S1), which is pulsed or intermittent to realize alternating phases of pressure increase an pressure release as a sawtooth profile in the trailer control line (121).

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The invention is explained in more detail below be means of preferred embodiments shown the drawings, wherein

[0023] FIG. 1 is an electro-pneumatic scheme of a tractor protection valve (TPV) in sectional view;

[0024] FIG. 2 is an electro-pneumatic scheme of a tractor protection valve according to one embodiment of the invention;

[0025] FIG. 3 is a further electro-pneumatic scheme according to a further embodiment;

[0026] FIG. 4 is a further electro-pneumatic scheme according to a further embodiment;

[0027] FIG. 5a is a sectional view of a hardware realization of a tractor protection valve assembly in a basic position without trailer;

[0028] FIG. 5b is a sectional view of a hardware realization of a tractor protection valve assembly during driver induced braking with a connected trailer;

[0029] FIG. 5c is a sectional view of a hardware realization of a tractor protection valve assembly during a pressure increase (active assistance function);

[0030] FIG. 5d is a sectional view of a hardware realization of a tractor protection valve assembly during a pressure hold;

[0031] FIG. 5e is a sectional view of a hardware realization of a tractor protection valve assembly during a pressure decrease;

[0032] FIG. 6 is a further electro-pneumatic scheme according to a further embodiment;

[0033] FIG. 7 is a further electro-pneumatic scheme according to a further embodiment;

[0034] FIG. 8 is a further electro-pneumatic scheme according to a further embodiment;

[0035] FIG. 9 is an electro-pneumatic scheme of the tractor vehicle according to the invention;

[0036] FIG. 10 is an electro-pneumatic scheme of the tractor vehicle according to the prior art;

[0037] FIG. 11 discloses a diagram of the trailer brake pressure in the trailer control line as a function of time according to the embodiments of FIGS. 7 and 8.

[0038] The drawings are provided herewith for illustrative purposes only and are not intended to limit the scope of the present invention.

DETAILED DESCRIPTION OF THE DRAWINGS

[0039] A tractor vehicle 1 comprising an electro-pneumatic brake system 2 tows a trailing vehicle 3 comprising a pneumatic or electro-pneumatic brake system 4 is shown in FIG. 9.

[0040] The electro-pneumatic brake system 2 of the tractor vehicle 1 comprises several brake circuits, for example according to FIG. 9 a front axle brake circuit 2a, a rear axle brake circuit 2b and a trailer brake circuit 2c for supplying the trailer pneumatic brake system 4 with compressed air. The brake circuits 2a, 2b, and 2c are controlled by an electronic control unit (ECU) 6 of the tractor vehicle 1 and supplied with pressurized air by a primary reservoir 11 and a secondary reservoir 12 fed by a compressor 13.

[0041] The tractor vehicle 1 is equipped with at least one driver assistance system 5, for example a cruise control (CC), adaptive cruise control (ACC), an ESC (electronic stability control) or a pre-crash system for preventing a crash or refusing damages of a crash. The driver assistance system 5 outputs external brake request signals XBR to the electronic control unit (ECU) 6 of the electro-pneumatic brake system 2, in order to start assistance brake procedures.

[0042] FIG. 1 depicts the hardware realization of the most relevant parts of the trailer control brake system 2c located in the tractor vehicle 1. A tractor protection valve assembly (TPVA) 8 is provided and manufactured in a single casing 8a, for example as a block, in particular as a die cast part of aluminum or steel with bores for receiving valves and providing conduits between its valves and ports.

[0043] A primary reservoir 11 and secondary reservoir 12 are provided in the electro-pneumatic brake system 2 for supplying the brake circuits 2a, 2b and 2c. A driver's brake pedal 10 controls a dual brake valve 14 which is interconnected between the primary reservoir 11 and secondary reservoir 12 serving as pressure supplies or pressure inputs, and the tractor protection valve assembly 8. Thus the device of FIG. 1 comprises a first supply pipe 15 connected between the primary reservoir 11 and the dual brake valve 14, a second supplied pipe 16 between the secondary reservoir 12 and the dual brake valve 14, a first control pipe 41 connecting the dual brake valve 14 via a select high valve 17 with a first supply input 81 of the tractor protection valve assembly 8, and a second control pipe 42 connecting a second supply input 82 of the tractor protection valve assembly 8 with the dual brake valve 14. Further a trailer assistance control valve (TCV) 18 and a trailer supply valve (TSV) 20 are connected to the primary reservoir 11. The trailer assistance control valve 18 is actuated by a trailer assistance control valve handle 19 to be handled by the driver, and the trailer supply valve 20 is provided with a trailer supply valve handle 21 to be actuated by the driver; both handles 19 and 21 can be placed in the dashboard of the tractor vehicle 1. The output of the trailer assistance control valve 18 is connected via a TCV line 43 and the select high valve 17 with the trailer control input 82 of the tractor protection valve assembly 8, and the output of the trailer supply valve 20 is connected via a TSV line 22 with a trailer supply input 84 of the tractor protection valve assembly 8.

[0044] The tractor protection valve assembly (TPVA) 8 further comprises a trailer service output 87 to be connected with the trailing vehicle 3 via a trailer supply line 120, and a trailer control output 85 to be connected with the trailing vehicle 3 via a trailer control line 121 (trailer emergency line). The TSV line 22 is directly connected to the trailer supply line 120 via bores in the casing 8a of the tractor protection valve assembly 8. Both lines 120 and 121 extend between the vehicles 1 and 3 as pipes or hoses and can be marked by colors, e.g. a red color for the trailer supply line 120 and a blue or yellow color for the trailer control line 121.

[0045] 2/2-solenoid valves 92 and 93 are provided in the tractor protection valve assembly 8; the solenoid valves 92 and 93 inside the casing 8a are not depicted for reasons of clarity.

[0046] The function of the tractor protection valve assembly 8 is now described in detail on basis of the electro-pneumatic schemes of FIGS. 2 to 8.

[0047] According to the embodiment of FIG. 2, the first control pipe 41 and the second control pipe 42 are pressurized in case of a brake actuation by the driver; the driver's brake pressures p41 and p42 delivered by the dual brake valve 14 are analog pressure values. The first solenoid valve 92 is in basic position, i.e. open. A first two-way valve (alternating check valve, shuttle valve) 26 is connected to both control pipes 41 and 42 in order to pass the higher brake pressure through to its output 26-3, which leads to the input 27-1 of the 3/2 tractor protection valve 27, which is pneumatically actuated at its control input 27-0 by the trailer supply valve 20.

[0048] The trailing vehicle 3 comprises spring brakes 130, which are closed in their non-actuated basic position and must be released by the pressurized trailer supply line 120. If the driver actuates the TSV handle 21, the TSV line 22 is pressurized, thereby pressurizing the trailer supply line 120 and releasing the trailer spring brakes 130 in the trailing vehicle 3. Further the 3/2 tractor protection valve 27 is actuated into its open position connecting its ports 27-1 and 27-2. Thus trailer braking processes are afterwards initiated via the trailer control line 121, if the first control pipe 41 or the second control pipe 42 are pressured or if S1=1 thereby actuating solenoid valve 92 and pressurizing the second control pipe 42 as described hereinafter.

[0049] If an external brake request XBR is sent to the ECU 6, the ECU 6 controls the solenoid valves 92 and 93 by electric signals S1 and S2 in order to enable an assistance trailer brake procedure. The second control signal S2 switches the second solenoid valve 93 from its closed basic position into its open actuated position, thereby transferring the supply pressure p22 of the TSV line 22 to the second input of the two-way valve 26, which serves to pressurize the trailer control line 121 by the trailer supply pressure p120 independently of the pressure in the control pipes 41 and 42; the two-way valve 26 always passes the higher pressure of the two pressures acting upon its inputs 26-1 and 26-2 through to its output 26-3. The second solenoid valve 93 is used to vent the air in the connecting conduit 28 between the valves 92, 93, and 26.

[0050] The tractor protection valve assembly 8 according to the embodiment of FIG. 3 further comprises a second two-way valve 30, which is interconnected between the first 2/2-solenoid valve 92 and the first two-way valve 26. The second two-way valve 30 is provided for receiving the TCV line 43 extending from the trailer assistance control valve 18 as second input, together with the second control pipe 42 passing through the open first solenoid valve 92 as second input. Thus the driver has the option to actuate the trailer assistance control valve 18 by the TCV handle 19 thereby pressurizing the TCV line 43. If the TCV line 43 is not pressurized, the output of the second two-way valve 30 may be pressurized by the first control pipe 42. If both lines 42 and 43 are pressurized, the higher pressure passes to the first two-way valve 26, which further receives the first control pipe 41, as already describe above with respect to FIG. 2.

[0051] Thus in FIGS. 2 and 3 the two-way valves 26 and 30 are provided for enabling each connected supply line 41 and 42, and 43 to pressurize the first port 27-1 of the 3/2 tractor protection valve 27 by a maximum selection. According to the embodiment of FIG. 3 the driver can selectively actuate the trailer brakes, without braking the tractor vehicle, in order to stabilize the vehicle combination; such a stabilizing brake process is known as anti jackknife braking.

[0052] The embodiment of FIG. 4 discloses a tractor protection valve assembly 8, in which the first solenoid valve 92 is interconnected between the 3/2 tractor protection valve (TPV) 27 and the first two-way valve 26. The second solenoid valve 93 controlled by the second control signal S2 is connected to the conduit 33 between the valves 92 and 27 and is used for reducing the pressure in the conduit 33.

[0053] The first solenoid valve 92 is open in basic state thereby serving as an inlet valve comparable to an ABS inlet valve; the second solenoid valve 93 is closed in its basic state thereby serving as an outlet valve comparable to an ABS outlet valve. Thus, if tractor protection valve 27 is open, the solenoid valves 92 and 93 are comparable to ABS-valves, enabling phases of pressure increase (S1=0, S2=0), pressure constant (S1=1, S2=0) and pressure release (S1=1, S2=1) of the trailer control line 121. The first solenoid is used for blocking the pressure induced by the driver if the automatic pressure control is active. This ensures that the pressure in the trailer control line 121 can be lower than in the lines 41 and 42.

[0054] FIG. 6 depicts a further embodiment of the tractor protection valve assembly 8, wherein the solenoid valves 92 and 93 realize an electrical pre-control unit 195 pneumatically connected to the pneumatic valves; the first solenoid valve 92 is connected to a second conduit 34 controlling the pneumatic 3/2 way valve 292 and the pneumatic 2/2-(check) valve 294; the first solenoid valve 92 switches by S1=1, thereby venting the second conduit 34 (i.e. increasing pressure) and switching the 3/2 way valve 292 from its discharging position into its open position to pass pressurized air from the TSV line 22 to the two-way check valve 26 and to the TPV 27. The second solenoid valve 93 controlled by S2 serves to pressurize a third conduit 35 thereby switching the 3/2 way valve 292 back into its discharging position and switching the 2/2-check valve (blocking valve) 293 into its blocking position and further the check valve 294 into its open position to discharge the first conduit 33.

[0055] The TPVA 8 of FIG. 7 comprises a TCV line 43 for enabling an anti-Jackknife braking, wherein the TCV line 43 and the second control pipe 42 are transferred to a first 3/2 way solenoid valve 92 via a second two-way valve 30. The output of the first 3/2 way solenoid valve 92 is then input to the first two-way valve 26, together with the first control pipe 41; the output of the first two-way valve 26 is then delivered to the tractor protection valve 27, which in turn is opened by the TSV line 22.

[0056] FIG. 8 corresponds to the embodiment of FIG. 7, but without a TCV line 43 and therefore without the second two-way valve 30.

[0057] The embodiments of FIGS. 7 and 8 realize assistance brake processes of the trailer vehicle 3 by an electrically actuated 3/2 way solenoid valve 92 rather than two 2/2 solenoid valves. Thus only one electric control signal S1 is used. However, the trailer brake control pressure p121 passed through the 3/2 way solenoid valve 92 can be increased in its actuated position and lowered in its basic venting position; a third state or position of pressure holding is not provided.

[0058] FIG. 11 discloses a diagram of the trailer brake control pressure p121 in the trailer control line 121 delivered by the 3/2 way solenoid valve 92 as a function of time t. The 3/2 way solenoid valve 92 is open at S1=1 thereby increasing the trailer brake control pressure p121 up to a maximum value and vents the trailer control line 121 at S1=0 thereby lowering the trailer brake control pressure p121 down to the trailer brake control pressure p121=0. Thus a sawtooth function is realized instead of a constant analog value of the trailer brake control pressure p121 midway between these extreme values. Such a sawtooth profile of the delivered trailer brake control pressure p121 increases the air consumption with respect to a constant mid pressure; however, it can be advantageous for trailer vehicles without an ABS function, since the lock status, if p121=0 bar, can serve to release the trailer service brakes 131, similar to a real ABS brake system. The ECU 6 therefore can calculate the times t1 and t2 in order to reach an appropriate relation of braking phases (S1=1) or pressure increase and release phases (S1=0) or pressure release.

[0059] Further, only one solenoid is needed in case of the embodiments of FIGS. 7 and 8.

[0060] The casing 8a is preferably a die-cast part, in particular made of aluminum or steel, comprising bores as conduits and bores for inserting the internal valves, in particular valves 26, 27, 30, 92, 93, 94, and 292.

[0061] FIG. 5 shows an embodiment of a hardware realization of an electro-pneumatic TPVA 8 according to the embodiment of FIG. 6; thus FIG. 5a) to in its most relevant positions. The TPVA 8 is preferably realized in a single casing 8a, made e. g. as a die cast part. The trailer supply line 120 and trailer control line (trailer emergency line) 121 are realized as conduits, as well as the second control pipe (tractor control secondary) 42 and the first control pipe (tractor control primary) 41. The second check valve (second shuttle valve) 30 is realized by a moveable and/or flexible diaphragm (partition) 230. Thus the higher pressure of the control pipes 42 and 41 pressurized by a driver's brake actuation passes the second two-way check valve 30 to the relay valve 293; i.e., the diaphragm 230 closes its second input of the second control pipe 42 and opens its first input 30a of the first control pipe 41, and vice versa.

[0062] The pneumatically actuated check valve 293 is realized by a diaphragm 293c, which is open in its basic position of FIG. 5a, and closed by control pressure supplied to its control port 293a. The second two-way check valve 26 is realized in the same manner as the two way check valve 30 by a diaphragm. The pneumatically controlled check valve 294 comprises two control inputs 294a and 294b and is biased by a spring. The TPV 27 is controlled by the trailer supply line 22 (which is connected to the trailer supply pipe 120).

[0063] FIG. 5a depicts the basic position of the TPVA 8, in which no trailer is connected. Pressurized air supplied in a driver's brake action via the second control pipe 42 and/or the first control pipe 41 may pass the two-way check valve 26 and the open check valve 293 and the second two-way check valve 30, but it is blocked by the tractor protection valve 27, which is in its blocking basic position, since there is no pressure on the TSV line 22.

[0064] FIG. 5b depicts the driver's braking position with connected trailer. Thus the trailer supply line 22 and trailer supply pipe 120 are pressurized, thereby switching the tractor protection valve 27 in its actuated, open position, and thereby pressurizing the trailer control line (trailer emergency line) 121. In FIG. 5b the pressure in the second control pipe 42 is higher than in the first control pipe 41 thereby opening the two-way check valve 30 in this way.

[0065] In FIG. 5c the external pressure increase is shown, i.e. the brake assistance function for the connected trailer, without driver's brake action. The input of the pneumatic valves 292 and 29b are pressurized, thereby closing 2/2-check valve 294 and opening 3/2 way valve 292. Thus pressurized air from the trailer supply line 22 can pass through the valves 292, 26, 294, and 27 to the trailer control line 121, as visualized by dotted lines.

[0066] FIG. 5d shows the position of pressure holding (pressure blocking), in which S1=1 and S2=1; thus valves 292 and 294 are in their basic positions, and the diaphragm 293 holds the pressure. This function is explained on the basis of FIG. 6 due to the unidirectional check valve 295 provided between the third conduit 35 shown in FIG. 6 and the second control input 292b of the 3/2 way valve 292 no pressurized air flows from the second control input 292b to the second input port 26-2.

[0067] FIG. 5e depicts the position of pressure decrease, in which S1=0 and S2=1. The second solenoid valve 93 is actuated, thereby pressurizing the third conduit 35 and thereby the second control input 292b of the 3/2 way valve 292, which is then switched. Further the pressure in conduit 35 actuates the control input 293a thereby closing the 2/2 check valve 293 in order to avoid an additional driver's brake action, and actuates the 2/2 check valve 294 in order to exhaust the first conduit 33 via the exhaust 294c.

[0068] While the above description constitutes the preferred embodiments of the present invention, it will be appreciated that the invention is susceptible to modification, variation and change without departing from the proper scope and fair meaning of the accompanying claims.

TABLE-US-00001 LIST OF REFERENCE CHARACTERS 1 tractor vehicle 2 electro-pneumatic brake system 2a front axle brake circuit 2b rear axle brake circuit 2c trailer brake circuit 3 trailing vehicle 4 trailer pneumatic or electro-pneumatic brake system 5 driver assistance system e.g. cruise control (CC), automatic cruise control (ACC), ESC (electronic stability control) or pre-crash system for preventing a crash or refusing damages of a crash, 6 electronic control unit (ECU) of the electro pneumatic brake system 2 8 tractor protection valve assembly (TPVA) 8a casing of TPVA 8 10 driver's brake pedal 11 primary reservoir 12 secondary reservoir 14 dual brake valve 15 first supply pipe 16 second supply pipe 17 select high valve 18 trailer assistance control valve (TCV) 19 TCV handle 20 trailer supply valve (TSV) 21 TSV handle 22 TSV line 26 first shuttle valve (alternating check valve, two-way valve) 26-1 first input port 26-2 second input port 26-3 output port 27 tractor protection valve (TPV) 27-1 first port, input port 27-2 second port, output port 27-3 venting port 28 connecting conduit 30 second check valve 33 first conduit 34 second conduit 35 third conduit 41 first control pipe 42 second control pipe 43 TCV line 81 first supply input 82 second supply input 84 trailer supply input 85 trailer control output 86 vent 87 trailer service output 88 stoplight output 92 first solenoid valve, 3/2 way solenoid valve 93 second solenoid valve 94 third solenoid valve 95 pneumatically controlled 2/2-valve 120 trailer supply line 121 trailer control line, trailer emergency line 130 spring brake 131 trailer service brake 195 electrical pre-control unit 195 200 and ABS-valves 300 230 diaphragm 250 trailer assistance control valve of the prior art 292 pneumatic valve controlled by valve 92 292a, control inputs of 292 292b 293 pneumatic valve controlled by valve 93 293a control input of 293 293c diaphragm 294 pneumatic check valve 294a, control inputs of 294 294b 295 unidirectional check valve 1002 electro-pneumatic brake system of the prior art 1008 tractor protection valve (TPV) of the prior art XBR external brake request signal S1 first electric control signal S2 second electric control signal