The present disclosure relates to a valve block for a hydraulic brake system. The valve block for a hydraulic brake system includes a first valve row in which NO valve receiving bores to receive a plurality of NO valves are disposed, a second valve row in which NC valve receiving bores to receive a plurality of NC valves are disposed, a pair of pump receiving bores formed symmetrically to each other on opposite side surfaces to be disposed between the first and second valve rows and receiving a piston pump, a pair of first damping bores formed symmetrically to each other on the opposite side surfaces to be disposed above the first valve row and receiving a first pressure pulsation reducing device, a pair of second damping bores formed symmetrically to each other on an upper surface to be disposed above the first damping bores and receiving a second pressure pulsation reducing device, a pair of low pressure accumulator receiving bores formed symmetrically to each other on a lower surface, and a pressure sensor receiving bore formed on a front surface to be disposed adjacent to the pair of low pressure accumulator receiving bores.

A method includes steps for controlling a pneumatic braking system of a trailer vehicle which is connected to a tow vehicle equipped with a hydraulic or pneumatic braking system. At the start of an actuation of the foot brake valve, an electrical switch is closed or opened, and a switching signal is transmitted to an electronic control unit as a braking start signal for an incipient braking process. A brake value sensor detects a brake value representative of the drivers current deceleration request and transmits the brake value to the electronic control unit as a brake value signal. The brake value sensor is used for determining the incipient braking process, and a backup valve is only deactivated by switching a redundancy valve from an open position to a blocking position if the brake value signal detected by the brake value sensor has reached or exceeded a predefined minimum signal value.

A circuit has a fluid line matrix and brake components connected to the fluid line matrix. Changes in the brake designs or brake functions can be carried out easily in that at least one interface is provided for connecting a distributor block. The interface is designed such that a configuration of the fluid line matrix can be formed by connecting or exchanging the distributor block. There is also described a distributor block which is suitable for forming a configuration of the fluid line matrix of the circuit by connecting to the at least one interface of the circuit.

A hydraulic arrangement for distributing a fluid in pressure coming from a source among multiple hydraulic units of a work vehicle. At least one of the hydraulic units provides an electronic load sensing signal and of the hydraulic units provides a hydraulic load sensing signal. The hydraulic arrangement includes a priority valve configured to divide the flow of fluid between the hydraulic units. The priority valve and source are hydraulically controlled by a first hydraulic load sensing signal resulting as the greatest of a plurality of hydraulic load pressure signals taken from the hydraulic unit. The hydraulic arrangement also includes a conversion unit configured to transform an electronic load sensing signal of at least one of the hydraulic units in an equivalent hydraulic load sensing signal so as to define the first hydraulic load sensing signal.

To check the functionality/leak-tightness of a brake-by-wire brake system, a motor-operated brake pressure transducer is actuated. In this case, a pressure medium would flow out into a reservoir via a master brake cylinder. A diagnostic valve is therefore provided between the master brake cylinder and the reservoir, which diagnostic valve is composed of a check valve and a restrictor connected in parallel with respect to the check valve. The outflow of pressure medium is limited by the restrictor. Because the gradient of the pressure dissipation can be calculated, a measured pressure build-up can be compared with that which is to be expected, and a determination of functionality/leak-tightness can be derived from the comparison.

A solenoid valve, in particular for controlling a brake pressure of a wheel brake of a motor vehicle, includes a pole core, an axially moveably mounted armature, a valve element, a closure element, a plunger, and a pressure spring. One end of the armature is associated with the pole core. The valve sealing element is arranged at another end of the armature. The armature has an axial through-opening. The closure element is force-lockingly and/or interlockingly retained in the axial through-opening in a selectable position. The plunger is axially moveably mounted in the axial through-opening, which provides a connection to the pole core in an installation position. The pressure spring is positioned in the axial through-opening and is retained in a pretensioned manner between the plunger and the closure element. The closure element is designed as a three-dimensionally convex element.

An electro-pneumatic parking brake arrangement includes a shut-off valve and a parking brake module. The parking brake module includes a reservoir connection configured to connect to a compressed air reservoir, a first spring-loaded accumulator connection configured to connect to the shut-off valve, an electro-pneumatic valve unit having at least one electro-pneumatic valve configured to output a spring-loaded brake pressure at the first spring-loaded accumulator connection, and an electronic control unit configured to receive parking brake signals from an electronic parking brake switch and/or a higher-order control unit. The shut-off valve comprises a second spring accumulator connection configured to connect the spring-loaded brakes of the further axle and to shut off the second spring accumulator connection depending on a shut-off signal provided by the parking brake module.

A control valve for applying a spring-loaded brake pressure to spring-loaded parts of a rear-axle wheel brake is pneumatically activated as a function of a parking-brake braking demand and a service-brake braking demand. A first control chamber is connected via a first control piston to a control arrangement in the control valve. During an adjustment of the first control chamber via the service-brake control pressure, the spring-loaded brake pressure at the working output is a function of the service-brake control pressure or of the parking-brake control pressure. The first control piston is connected to a third control chamber, wherein the pressure in the first control chamber acts on the first control piston in one direction, and the pressure in the third control chamber acts on the first control piston in the opposite direction. The first control chamber is selectively connectable to the third control chamber via a switchable bypass valve.

A solenoid valve for brake system includes a valve housing installed in a modulator block, and having an oil flow path; a valve seat installed in the inside of the valve housing, and forming an orifice; an armature configured to move up and down by a magnet core in the valve housing, and to open or close the orifice; a sleeve coupled with the valve housing, and accommodating the armature therein; a restoring spring configured to provide an elastic restoring force to the armature to close the orifice normally; and a damper member interposed between the magnet core and the armature.

A method for monitoring an ABS control procedure in an electrically controllable brake system in a vehicle includes reading in input signals, wherein based on the input signals it is possible to derive currently prevailing control variables for the ABS control procedure and ABS control parameters that relate to a brake slip-controlled actuation of an ABS control valve of the brake system. The method further includes checking whether it follows that an activation of any ABS control valve that is allocated to a wheel of the vehicle is requested, and whether it follows that an ABS brake slip incident is present at at least a first wheel of the vehicle, and/or whether, based on the ABS control parameters, it follows that further ABS control valves, which are allocated at least to one second wheel of the vehicle, implement correctly a brake slip-controlled activation.