Systems and methods for immobilization of a vehicle include a remote device coupled to a network, the remote device including a transceiver, and a vehicle including a communication interface coupled to the network, the communication interface configured to provide telematics data to, and receive commands from, the transceiver. The system further includes an energy store on the vehicle, the energy store configured to supply electrical power to the communication interface. In some embodiments, at least one of the commands received from the transceiver is configured to immobilize the vehicle. In some cases, the at least one command received from the transceiver is configured to release air pressure in an air line of the vehicle to actuate a plurality of air brakes on the vehicle, or to actuate a wheel-lock mechanism within an electrically powered drive axle on the vehicle.

An electronically controllable pneumatic brake system for a vehicle includes wheel brakes for braking wheels of the vehicle, wherein axle modulators specify a service brake braking pressure to the wheel brakes in dependence upon a service brake control pressure. The brake system further includes a foot brake valve configured to pneumatically specify the service brake control pressure to the axle modulators, wherein the service brake control pressure can be generated by the foot brake valve in dependence upon a mechanical imposition or in dependence upon an electropneumatic imposition. The brake system additionally includes a bypass valve arrangement configured to specify a foot brake input pressure to the foot brake valve, the foot brake input pressure being used as an electropneumatic imposition.

A method operates a braking device for motor vehicles, in particular for utility vehicles. Along a trailer supply line for supplying air to a parking brake of a trailer and/or a trailer control line for supplying air to an operating brake of a trailer, the air pressure is measured by at least one pressure transducer and is transmitted in the form of an electric signal to an electronic control unit of the motor vehicle. In the event of a faulty pressure change response, an open trailer supply line and/or an open trailer control line is detected.

A cartridge assembly for a railroad retarder control system. The cartridge assembly includes a body having a top and a valve base and defining a bore. The bore has first and second bore diameters, and the body defines pilot air passages, an upper air passage, and a lower air passage. A traveling member is positioned within the bore and has first and second traveling diameters corresponding to the first and second bore diameters of the body, respectively. The traveling member is axially moveable within the bore between open and closed positions via pressure differentials within the pilot air passages. The traveling member is closer to the top of the body in the open position than in the closed position. The traveling member has a base seal configured to engage with the valve base in the closed position to prevent air from flowing between the upper and lower air passages.

A brake system for an articulated vehicle is disclosed. The brake system includes a brake assembly coupled to a traction device, the brake assembly being configured to apply a brake-assembly pressure based on one of a hydro-mechanical pressure signal and an electro-mechanical pressure signal. A blocking valve is configured to block the hydro-mechanical pressure signal when closed. A brake controller, is configured to transmit an isolation signal configured to close the blocking valve and transmit an ABS control signal that is based on a commanded ABS brake pressure.

An electrohydraulic valve system for controlling a braking system of a work machine includes a valve body forming a bore and a fluid channel, and a valve spool disposed within the bore and in fluid communication with the fluid channel. The valve spool includes at least a first land and a second land. An armature is positioned with respect to the valve spool to move the valve spool axially within the bore between a first position and a second position. A spring is disposed within the bore and biases the valve spool to its first position. A first electromagnetic coil and a second electromagnetic coil are operably controlled between an energized state and a de-energized state. The spring biases the valve spool to its first position when at least one of the first and second electromagnetic coil is in its de-energized state.

An electrohydraulic valve system for controlling a braking system of a work machine includes a valve body forming a bore and a fluid channel, and a valve spool disposed within the bore and in fluid communication with the fluid channel. The valve spool includes at least a first land and a second land. An armature is positioned with respect to the valve spool to move the valve spool axially within the bore between a first position and a second position, and a spring is disposed within the bore for biasing the valve spool to its first position. A first electromagnetic coil and a second electromagnetic coil are arranged relative to one another and the armature for forming a magnetic field when energized, and a detent system is positioned within the valve body for exerting an axial force to the valve body or armature.

A method for specifying switching parameters of a solenoid control valve in a braking system of a vehicle includes stipulating a test vehicle acceleration and ascertaining at least two test pulse sequences. The test pulse sequences are each ascertained on the basis of the stipulated test vehicle acceleration and on the basis of switching parameter default values for the respective solenoid control valve, and the test pulse sequences have actuation pulses and adjoining nonactuation pulses. During an actuation pulse an activation of the respective solenoid control valve and during a nonactuation pulse a deactivation of the respective solenoid control valve takes place. The method further includes actuating the respective solenoid control valve using the at least two test pulse sequences in order to cause at least two test braking operations, wherein the respective test pulse sequence causes an alteration of a braking pressure at a service brake.

Please substitute the new Abstract submitted herewith for the original Abstract: An electropneumatic parking brake control device controls a parking brake including at least one spring brake actuator. The control device includes a relay valve with a control chamber and a vent. The control chamber can be connected to the vent via at least one second throttle element and/or at least one third throttle element depending on the position of the relay piston.

A hydraulic braking system for a vehicle includes a master brake cylinder, a hydraulic unit and a plurality of wheel brakes, the hydraulic unit including at least one brake circuit for brake pressure modulation in the wheel brakes. A bistable solenoid valve is associated with at least one wheel brake, which valve is looped into the corresponding fluid channel, immediately upstream of the associated wheel brake, and in a de-energized open position enables brake pressure modulation in the associated wheel brake, and in a de-energized closed position seals a current brake pressure in the associated wheel brake, wherein a hydraulic force brought about by the sealed-in brake pressure acts in a seat-opening manner in the corresponding bistable solenoid valve.