DE102019105224B4 - Brake for rail vehicles and methods for controlling a brake for rail vehicles - Google Patents

Abstract

Brake (1) for rail vehicles, having only one air line (2), a brake control unit (3) and at least one air tank (5), the brake (1) also having at least one pressure sensor (6) which is connected to only one air line ( 2) and the brake control unit (3), the brake control unit (3) being connected to the only one air line (2) and depending on a pressure (pHBL, pHL) recorded by the pressure sensor (6) of the only one air line (2 ) from a first operating state to a second operating state and can be switched back, characterized in that the only one air line (2) as a main air tank line (HBL) with a first pressure (pHBL) of approx. 10 bar or as a main air line (HL) with a second pressure (pHL) of ≤ 5 bar, the brake control unit (3) moving from the first operating state, in which only one air line (2) is operated at the first pressure (pHBL), to the second operating state, in whichonly one air line (2) is operated at the second pressure (pHL), which differs from the first pressure, can be switched back and forth by means of the at least one pressure sensor (6), the brake control unit (3) being in the first operating state " normal" is electrically controlled as a direct 1-line ep brake, and that the brake control unit (3) simulates the function of a "classic" control valve in the second operating state, that only one air line (2) with the first pressure (pHBL ) is operated with a first setpoint value, with the brake control unit (3) being in the first operating state, and that only one air line (2) is operated with the second pressure (pHL) with a second setpoint value, with the brake control unit (3) in the second operating state, and that the first target value of the first pressure (pHBL) is constantly about 10 bar or in the range of about 8 to about 10 bar, and that the second target value of the second pressure (pHL) is ≤ 5 bar or g slightly above 5 bar.

Description

The invention relates to a brake for rail vehicles according to the preamble of claim 1. The invention also relates to a method for controlling a brake for rail vehicles according to the preamble of claim 7.

Such a brake for rail vehicles has a brake control device. Many versions of brake control devices for cars / vehicles are known and control the filling of auxiliary or air supply tanks and, depending on the pressure in the main air line (HL) or a transmitted setpoint, form a pilot control or brake cylinder pressure.

A common brake for rail vehicles, e.g. for a train or multiple unit, is currently either via a main air line (HL) as a so-called "classic HL control", via two lines, ie via a main air line (HL) and a main air reservoir line (HBL) Electro-pneumatic systems (ep systems), or controlled via a main air reservoir line (HBL) for direct ep systems without a fall-back level.

In known systems with electro-pneumatic brakes, a second line is always required.

DE 103 16 148 A1 describes a wagon brake system in a two-way vehicle, with a compressed air-actuated braking device, in which the braking effect increases with decreasing pressure of the compressed air, and with a pneumatically actuated compressed air regulating valve, via which the pressure of the compressed air acting on the braking device can be changed. The compressed air regulating valve is fluidly connected to the output of an electropneumatic regulating valve, and a control device is provided which, as a function of a preset delay value given by the driver of the road-rail vehicle, generates a pulse-width-modulated control signal via which the electropneumatic regulating valve is controlled in such a way that that the deceleration of the road-rail vehicle essentially corresponds to the predefined default deceleration value.

DE 202 03 677 U1 relates to an arrangement for the control of electropneumatic train brake devices with conventional brake technology, in particular in connection with an emergency brake override device, with reference to the monitoring of the pressure in a continuous main air line and the monitoring of the control pressure in a control line of the driver's brake valve, which is used by this driver's brake valve as a setpoint for the altitude of the pressure to be set in the main air line is specified, the arrangement being functionally at least equivalent to an electropneumatic switch EP 2.

DE 43 39 013 A1 specifies a pressure medium-operated braking device for rail vehicle associations with a main air line, via which both the pressure medium reservoirs related to the individual vehicle are filled and the pneumatic brake signal transmission takes place.

DE 697 12 460 T2 relates to an electropneumatic brake control valve unit which can work at the interface of the emergency brake part or the service brake part of a standard brake control valve as a retrofit unit or as an independent electropneumatic unit. The unit includes electrical valves that respond to electrical signals and measured brake line pressures to operate pneumatic valves to control the brake cylinder.

DE 696 17 187 T2 describes an arrangement for controlling the braking of a railroad train, the arrangement comprising a main pneumatic line connected to a source of compressed air; a general pneumatic line extending the entire length of the train and connected to a corresponding number of brake cylinders; and a relay valve for connecting the main line and the general line and for charging and discharging the general line.

DE 10 2004 024 462 A1 describes an electro-pneumatic brake system of a rail vehicle, including a direct-acting electropneumatic brake device and an indirectly-acting compressed air brake device.

DE 103 32 034 A1 specifies a device for braking and monitoring a rail vehicle, in particular a freight wagon, with or without bogies, which each has several wheel axles with its own brake system, is connected to a main air line, has an electronic brake pressure control.

AT 511 269 A1 relates to a device for the automatic monitoring and control of the pneumatic brake systems of vehicles, the device comprising a pneumatic module that monitors the air pressure of the brake systems by means of pressure sensors and a control module connected to it that controls one or more brake systems.

DE 44 42 516 A1 refers to a preferably self-propelled railway wagon with a separate braking device. For this purpose, a compressor that can be driven by a drive machine is provided, via which a compressed air reservoir can be charged. The brakes themselves are controlled as usual via an electropneumatic control valve.

CH 646 655 A5 relates to a system for controlling pneumatic or electropneumatic brakes. An electronic signal processing device includes at least one programmable microprocessor.

The object of the invention is to provide an improved brake for rail vehicles.

Another object is to create a method for controlling a brake for rail vehicles.

The problem is solved by the features of claims 1 and 7.

One idea of the invention is to combine a direct 1-line ep brake with a fall-back level as a "classic HL control". In other words, a direct brake system control, i.e. direct ep brake, with the simulation of a classic control valve (in accordance with applicable standards and regulations, e.g. EN 15355, UIC 540, AAR or GOST standard) is implemented as a fall-back level in a rail vehicle, but nevertheless only one continuous air line is required instead of two air lines through the train.

The term “classic control valve” is to be understood as meaning a conventional control valve of a rail vehicle compressed air brake. A brief description of the function is given below (source: Deutsche Bahn AG, DB Systemtechnik, D-3243 Minden / Westf., Basics of Railway Brake Technology, FM Text Lecture Trainees Grdl 2007 . doc6 / 07/06/2007 / TZF8. 1/17). "3.2 The control valves of the individual vehicles control the filling of the auxiliary or supply air tanks and, depending on the pressure in the main air line, create a pilot control or brake cylinder pressure. UIC control valves react to the gradient of the HL pressure drop, which must be above the insensitivity limit so that small leaks in the HL do not lead to braking. After a braking level has been requested, the lowering of the HL pressure is supported and a minimum pressure is built up in the shortest possible time, which overcomes hystereses, play and expansion and brings the brake to apply. The further increase in pressure in the brake cylinder corresponds to the HL pressure applied to the control valve until the pilot control or maximum brake cylinder pressure is reached (max. 3.8 bar). "

A brake according to the invention for rail vehicles comprises only one air line, one brake control device and at least one air reservoir. The brake also has at least one pressure sensor which communicates with the only one air line and the brake control device, the brake control device being connected to the only one air line and depending on a pressure p _HBL , p _HL detected by the pressure sensor from only one air line can be switched from a first operating state to a second operating state and back.

The pressure sensor forms a kind of advantageous pilot control of the brake control device and has the effect that, depending on the pressure of the air line which the pressure sensor detects, different operating states of the brake control device can be switched in a simple manner by the pilot control signal

In a particularly preferred embodiment it is provided that
only one air line can be operated as a main air tank line with a first pressure p _HBL of approx. 10 bar or as a main air line with a second pressure p _HL of ≤ 5 bar,
wherein the brake control device from the first operating state, in which the only one air line is operated with a first pressure p _HBL , into the second operating state, in which the only one air line is operated with the second pressure p _HL ,
which is different from the first pressure is operated, can be switched back and forth by means of the at least one pressure sensor. This is advantageous because a single brake control device can be used for two different types of braking.

Furthermore, it is particularly preferred that the brake control device is electrically controlled as a direct 1-line ep brake in the first “normal” operating state, and that the brake control device simulates the function of a “classic” control valve in the second operating state. This arrangement or interconnection of the brake control device with the pressure sensor has the advantage that a direct ep brake can be used without sacrificing its advantages, and a second air line can be dispensed with.

Furthermore, it is particularly preferred that only one air line is operated at the first pressure p _HBL with a first setpoint value, the brake control device being in the first operating state, and that only one air line is operated at the second pressure p _HL with a second setpoint value is, wherein the brake control device is in the second operating state. As a proven functional component, the brake control device can advantageously be used for both operating states.

Furthermore, it is particularly preferred that the first target value of the first pressure p _{HBL is} constant about 10 bar or is in the range from about 8 to about 10 bar, and that the second target value of the second pressure p _{HL is} 5 bar or is slightly above 5 bar. This advantageously enables customary pressure values. In practice it is possible that the first pressure in the HBL fluctuates between approx. 8 and approx. 10 bar and that the second pressure in the HL can be slightly above 5 bar.

A method according to the invention for controlling a brake for rail vehicles with only one air line, the brake having a brake control device connected to the only one air line, at least one pressure sensor and at least one air tank, comprises the method steps (VS1) operating the only one air line as the main air tank line HBL a first setpoint pressure p _HBL , switching the brake control device to a first operating state by the at least one pressure sensor and controlling the brake control device via a control line “normal” as a direct 1-line ep brake; (VS2) Operation of only one air line as main air line HL in a fall-back level with a second setpoint pressure p _HL , switching of the brake control device by the at least one pressure sensor into a second operating state in such a way that the brake control device has a "classic" control valve in a second operating state ( according to valid standards and regulations, e.g. EN 15355, UIC 540, AAR or GOST standard) of a "classic" HL control is simulated; and (VS3) operating the only one air line again as the main air reservoir line HBL with the first setpoint pressure p _HBL and switching the brake control device back to the first operating state by the at least one pressure sensor.

This results in the advantage that the brake control device can be switched into different operating states in a simple manner with a pressure sensor.

In a particularly preferred embodiment of the method, it is provided that the first setpoint value of the pressure p _{HBL is a} constant approx. 10 bar or is in the range from approx. 8 to approx. 10 bar, and the second setpoint value of the second pressure p _HL 5 bar is or is slightly above 5 bar. In this way, the method can also be used advantageously for pressure values customary in practice.

In a further particularly preferred embodiment of the method, it is provided that in method step (VS1) operating the only one air line as the main air container line HBL with the first pressure p _HBL , detecting the first pressure p _HBL , generating a first pilot control signal as a function of the detected first Pressure p _HBL and the first pilot control signal is transmitted to the brake control device by the at least one pressure sensor. In this way, a pressure value can be converted into a pilot control signal in a simple manner, the pressure sensor being a proven, cost-effective, high-quality functional component.

In a further particularly preferred embodiment of the method, it is provided that in method step (VS1) operating the only one air line as the main air reservoir line, the first pilot control signal is evaluated in the brake control device by comparing it with at least one previously defined limit value. This can, for example, be integrated in a simple manner into the software of the brake control device that is already available.

In a further particularly preferred embodiment of the method, it is provided that in method step (VS2) operating the only one air line as the main air line with a second pressure p _HL , detecting the second pressure p _HL , generating a second pilot control signal as a function of the detected second Pressure p _HL and the second pilot control signal is transmitted to the brake control device by the at least one pressure sensor. An advantageously simple detection and generation of a precontrol signal can thus be made possible.

In a further particularly preferred embodiment of the method, it is provided that in method step (VS2) operating the only one air line as the main air line, the second pilot control signal is evaluated in the brake control device by comparing it with at least one previously defined limit value. This can be inserted into the existing software of the brake control unit.

Advantageous further developments of the invention are given by the subclaims.

It is advantageously simple if the at least one pressure sensor communicates electrically and / or pneumatically with the brake control device via a line.

Alternatively, the at least one pressure sensor can also communicate wirelessly with the brake control device. Different wireless transmission paths such as radio, WLAN, infrared can be used.

In yet another embodiment, the brake also has a compressor for compressed air for compressed air support, the compressor being connected to the at least one air tank. This advantageously makes it possible to ensure the required volume of air, which may be necessary, for example, in the event of an anti-skid case.

It is advantageous if the compressor is coupled to an electric compressor drive, since it can thus be driven independently of the speed of the associated carriage. Of course, a mechanical drive coupled to a wheel shaft of the car can also be provided, for example in addition.

In one embodiment, the brake can be a freight car brake. This is advantageous because, despite a single air line, the advantages of a direct ep brake can be used.

It is also advantageous that the brake can also be a passenger car brake, since this increases the area of application.

An exemplary embodiment of the invention is described below with reference to the accompanying drawings.

• 1 ein schematische Blockschaltbild eines Ausführungsbeispiels einer erfindungsgemäßen Bremse für Schienenfahrzeuge; und
• 2 ein schematisches Flussdiagramm eines erfindungsgemäßen Verfahrens zum Steuern der Bremse nach 1.

Show it:

• 1 a schematic block diagram of an embodiment of a brake according to the invention for rail vehicles; and
• 2 a schematic flow diagram of a method according to the invention for controlling the brake according to 1 .

In 1 is a schematic block diagram of an embodiment of a brake 1 according to the invention for rail vehicles.

The brake 1 according to the invention shown is suitable, for example, for freight wagons, but can also be used for passenger coaches.

In its basic structure, the brake 1 has a continuous air line 2, a brake control device 3, a check valve 4 and at least one air tank 5.

The structure and function of a brake control device 3 are known and will not be explained further here.

The brake control device 3 is connected to the air line 2 via a line 3a via the check valve 4 and a further line 2b. In addition, the air tank 5 is connected to the line 3a of the brake control device 3 by a line 5a.

The brake control device 3 has two output connections C1, C2 for controlling brake cylinders. The brake cylinders and other components are not shown.

The brake 1 according to the invention is also equipped with a pressure sensor 6. The input of the pressure sensor 6 is connected to the air line 2 via a pneumatic line 2a.

The pressure sensor 6 converts the pressure of the air line 2 measured by it into an associated electrical control signal, which is provided at an output of the pressure sensor 6. This electrical control signal is referred to below as a pilot signal and can be, for example, a current signal or voltage signal, digital or analog, depending on the pressure of the air line 2.

An electrical line 6a transmits the electrical pilot control signal corresponding to the pressure of the air line 2 to an input p of the brake control device 3. The output of the pressure sensor 6 and the input p of the brake control device 3 can, for example, be designed as standardized interfaces. It is also conceivable that the pilot control signal of the pressure sensor 6 is transmitted wirelessly, e.g. via a WLAN.

The pilot control signal of the pressure sensor 6 is evaluated in the brake control device 3. Such an evaluation can take place, for example, by comparing the pilot control signal with one or more previously stored limit values.

The pressure sensor 6 forms a kind of pilot control of the brake control device 3. Depending on the pressure of the air line 2 which the pressure sensor 6 detects, the pressure sensor 6 effects different operating states of the brake control device 3 by means of the pilot control signal. In this way, the pressure sensor 6 switches the brake control device 3 from a first operating state to a second operating state and back again.

With the in 1 The structure shown enables both a direct 1-line ep (electro-pneumatic) brake 1 with a main air reservoir line HBL and a brake 1 with a main air line HL as a so-called “classic” HL control. In both cases, only one air line 2 is required, which is used both as the main air tank line HBL and as the main air line HL.

In the following, the execution of the direct 1-line ep brake 1 with the air line 2 as the main air reservoir line HBL is assigned to the first operating state of the brake control device 3. The brake 1 with the “classic” HL control with the air line 2 as the main air line HL is assigned to the second operating state of the brake control device 3.

In the embodiment of the direct 1-line ep brake 1, the air line 2 is operated as the main air reservoir line HBL with a first pressure p _HBL . This first pressure p _HBL is a constant pressure of approx. 10 bar. In practice it is also possible that the first pressure in the HBL fluctuates between approx. 8 and approx. 10 bar.

The pressure sensor 6 detects this first pressure p _{HBL of} the air line 2, generates a matching first pilot control signal and transmits this to the brake control device 3. The brake control device 3 evaluates this first pilot control signal and is thereby switched to the first operating state.

In this first operating state, the brake control device 3 works “normally” as a direct ep brake in conjunction with an electrical control.

Such an electrical control of the brake control device 3 is indicated schematically by a control line 7. The control line 7 is connected in an electrically conductive manner to the brake control device 3 via a connection line 7a.

A control signal from a leading unit of the train to which the brake 1 is assigned is fed to the brake control device 3 via this control line 7. The leading unit can, for example, be a locomotive or a locomotive of the train.

The electrical control line 7 can also be designed as a bus line. Corresponding interfaces are not shown but are easy to imagine. It is also possible that the bus line can be provided in addition to the control line 7.

An electrical power supply of the electrical functional units of the brake 1 for each car is provided by a continuous power supply line 8 and a supply unit 9. In addition, at least one electrical energy store 10 is provided per car.

The supply unit 9 is connected to the supply line 8 via an electrical connection line 8a. The supply unit 9 is connected to the electrical energy store 10 via a supply line 9a, via which, for example, the electrical energy store 10 can also be electrically charged by a corresponding charging circuit of the supply unit 9 from the supply current line 8.

An electrical energy supply of the brake control device 3 is ensured via a further supply line 9b from the supply unit 9 from the supply line 8 and / or the electrical energy store 10. The brake control device 3 can also be connected directly to the supply current line 8 and / or to the electrical energy store 10 by means of its own supply circuit (s).

The pressure sensor 6 is provided with an electrical supply, which is not shown but is easily imaginable, which can be provided by the supply unit 9 from the supply current line 8 or from the electrical energy store 10. It is also possible for the electrical supply to the pressure sensor 6 to be provided by the brake control device 3.

If the air line 2 of the brake 1 is operated as the main air line HL, it is operated in a fall-back level. The air line 2 is subjected to a second setpoint pressure p _HL of 5 bar. The air line operated as HL can also have values slightly above 5 bar.

The pressure sensor 6 detects this second pressure p _{HL of} the air line 2, generates a matching second pilot control signal and transmits this to the brake control device 3. The brake control device 3 evaluates this second pilot control signal and is thereby switched to the second operating state. This pilot control signal is also compared, for example, with a further previously stored limit value. As a result of this comparison, the brake control device 3 is switched to the second operating state.

In the second operating state, the brake control device 3 simulates the function of a "classic" control valve (in accordance with applicable standards and regulations, e.g. EN 15355, UIC 540, AAR or GOST standard), ie the conversion of the second pressure of the air line 2 as the main air line HL into load-corrected C-pressures at the outputs C1 and C2 of the brake control device 3. The load correction takes place in a known manner via the T-pressure, which is applied to the input T of the brake control device 3.

In the exemplary embodiment shown, a compressor 11 for compressed air is also connected to the line 5a of the air tank 5 via a line 11a. The compressor 11 is provided for a compressed air support, so that the require the same air volume for the brake cylinder, in particular in an anti-skid case, is ensured.

The compressor 11 is, for example, a small compressor and here has a compressor drive 12 in the form of an electric motor. The compressor drive 12 is connected to the supply unit 9 via an electrical supply line 9c. The electrical energy for the compressor drive 12 is provided either from the supply power line 8 or from the electrical energy store 10.

The brake control device 3 works as described above on the one hand in the first "normal" operating state as a direct ep brake in connection with the electrical activation via the control line 7, the air line 2 being a main air reservoir line HBL with the first constant setpoint pressure p _HBL of approx. 10 bar is operated. On the other hand, the brake control device 3 works in the second operating state as a “classic” control valve of a so-called classic HL control, the air line 2 being _{acted upon in this fallback level with a setpoint pressure p HL} of 5 bar.

In this way, with the brake 1 according to the invention, a second air line, which is always required in conventional systems with an ep brake, can be dispensed with without giving up the advantages of a direct ep brake.

It is possible that a train with passenger coaches or a combined train with passenger coaches and freight cars (e.g. motorail train) can be equipped with the brake 1 according to the invention.

2 shows a schematic flow diagram of a method V according to the invention for controlling the brake 1.

In a first method step VS1, the air line 2 is operated as the main air container line (HBL) with a first, constant pressure p _HBL of approximately 10 bar. This first pressure p _HBL is recorded by the pressure sensor 6. The pressure sensor 6 forms a corresponding first pilot control signal therefrom and transmits this to the brake control device 3, which is then switched to a first operating state if it was in a different operating state. If the first operating state is already present, the brake control device 3 remains in this. In the first operating state, the brake control device 3 works “normally” as a direct 1-line ep brake with electrical activation via the control line 7.

In a second method step VS2, the air line 2 is operated as the main air line HL in a fall-back level with a second setpoint pressure p _HL of 5 bar. The pressure sensor 6 also detects this second pressure p _HL and generates a corresponding second pilot control signal. The brake control device 3 evaluates this second pilot control signal, is switched to the second operating state and then simulates a “classic” control valve in the second operating state.

In a third method step VS3, the air line 2 as the main air reservoir line (HBL) is operated again with the first, constant setpoint pressure p _HBL of approx. 10 bar, the brake control device 3 being switched back to the first operating state by means of the associated first pilot signal from the pressure sensor 6 will.

The invention is not restricted by the exemplary embodiment specified above, but can be modified within the scope of the claims.

For example, it is conceivable that the pressure sensor 6 can be part of the brake control device 3.

The pressure sensor 6 could also have a pneumatic output and convert the measured pressure of the air line 2 into a suitable control pressure, which is then fed to the brake control device 3 via a pneumatic line 6a.

Mechanical transmission of the measured value from the air line 2 through the pressure sensor 6 by means of a suitable mechanical device, e.g. a lever mechanism, is also conceivable.

List of reference symbols

1

brake

2

Air duct

2a, 2b

management

3

Brake control unit

3a

management

4th

check valve

5

Air tank

5a

management

6th

Pressure sensor

6a

management

7th

Control line

7a

Connecting cable

8th

Supply power line

8a

Connecting cable

9

Supply unit

9a, 9b, 9c

supply line

10

Electrical energy storage

11th

compressor

11a

management

12th

Compressor drive

V

proceedings

VS1, VS2, VS3

Process step

Claims (7)

Brake (1) for rail vehicles, having only one air line (2), a brake control device (3) and at least one air reservoir (5), the brake (1) also having at least one pressure sensor (6) which is connected to the only one air line ( 2) and the brake control device (3) communicates, the brake control device (3) being connected to only one air line (2) and, depending on a pressure (p _HBL , p _HL ) detected by the pressure sensor (6), of only one air line (2) can be switched from a first operating state to a second operating state and back, characterized in that the only one air line (2) as a main air container line (HBL) with a first pressure (p _HBL ) of approx. 10 bar or as a main air line (HL) can be operated with a second pressure (p _HL ) of ≤ 5 bar, the brake control device (3) from the first operating state in which the only one air line (2) is operated with the first pressure (p _HBL ) in the second operating state nd, in which the only one air line (2) is operated with the second pressure (p _HL ), which is different from the first pressure, and can be switched back by means of the at least one pressure sensor (6), the brake control device (3) in the first operating state "normal" is electrically controlled as a direct 1-line ep brake, and that the brake control device (3) in the second operating state simulates the function of a "classic" control valve that only one air line (2) with the first pressure (p _HBL ) is operated with a first setpoint value, the brake control device (3) being in the first operating state, and that the only one air line (2) is operated with the second pressure (p _HL ) with a second setpoint value, wherein the brake control device (3) is in the second operating state, and that the first setpoint of the first pressure (p _HBL ) is a constant approx. 10 bar or is in the range of approx. 8 to approx. 10 bar, and that the second setpoint of the second print (p _HL ) is ≤ 5 bar or is slightly above 5 bar. Brake (1) according to one of the preceding claims, characterized in that the at least one pressure sensor (6) communicates electrically and / or pneumatically with the brake control device (3) via a line (6a). Brake (1) according to one of the preceding claims, characterized in that the at least one pressure sensor (6) communicates wirelessly with the brake control device (3). Brake (1) according to one of the preceding claims, characterized in that the brake (1) furthermore has a compressor (11) for compressed air for compressed air support, the compressor (11) being connected to the at least one air tank (5). Brake (1) Claim 4 , characterized in that the compressor (11) is coupled to an electric compressor drive (12). Brake (1) according to one of the preceding claims, characterized in that the brake (1) is a freight car brake or a passenger car brake. Method (V) for controlling a brake (1) for rail vehicles with only one air line (2), the brake (1) having a brake control device (3) connected to the only one air line (2), at least one pressure sensor (6) and at least has an air reservoir (5), characterized by the method steps (VS1) operating the only one air line (2) as the main _{air reservoir line (HBL) with a first, constant setpoint pressure (p HBL} ), switching the brake control device (3) by the at least one Pressure sensor (6) in a first operating state and control of the brake control device (3) via a control line (7) “normally” as a direct 1-line ep brake; (VS2) Operation of the only one air line (2) as the main air line (HL) in a fallback level with a second setpoint pressure (p _HL ), switching of the brake control device (3) by the at least one pressure sensor (6) into a second operating state in such a way that that the brake control device (3) simulates a "classic" control valve of a "classic" HL control in a second operating state; and (VS3) operating the only one air line (2) again as the main air reservoir line (HBL) with the first setpoint pressure (p _HBL ) and switching the brake control device (3) back to the first operating state by the at least one pressure sensor (6), wherein the first setpoint of the pressure (p _HBL ) is a constant approx. 10 bar or in the range of approx. 8 up to approx. 10 bar, and the second setpoint value of the second pressure (p _HL ) is ≤ 5 bar or is slightly above 5 bar, with only one air line (2) operating as the main air tank line (HBL) in process step (VS1) with the first pressure (p _HBL ) detecting the first pressure (p _HBL ), generating a first pilot control signal as a function of the detected first pressure (p _HBL ) and transmitting the first pilot control signal to the brake control device (3) by the at least one pressure sensor (6) takes place, wherein in the method step (VS1) operating the only one air line (2) as the main air reservoir line (HBL) an evaluation of the first pilot control signal in the brake control device (3) takes place by comparing with at least one predetermined limit value, wherein in the method step (VS2) operating the only one air line (2) as the main air line (HL) with a second pressure (p _HL ), a detection of the second pressure (p _HL ), a generation of a second en precontrol signal as a function of the detected second pressure (p _HL ) and the second precontrol signal is transmitted to the brake control device (3) by the at least one pressure sensor (6), and in method step (VS2) only one air line (2) is operated as the main air line (HL), the second pilot control signal is evaluated in the brake control device (3) by comparing it with at least one previously defined limit value.

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