A pressure regulating valve for an air supply system of a utility vehicle includes a housing having at least one compressed air connection communicating with at least one first pressure regulating chamber. The pressure regulating chamber has a variable volume delimited by at least one wall section of the housing and a first active pneumatic surface of a pressure regulating piston. In first position of the pressure regulating piston a first regulating channel is not connected to the pressure regulating chamber, and a second position of the pressure regulating piston is connected to the pressure regulating chamber. The pressure regulating piston includes a pin which rises out of the first active pneumatic surface of the pressure regulating piston. A second active pneumatic surface is located on an end of the pin. The pin is movably guided through the wall section in a pneumatically sealed manner.

A brake system for a vehicle includes a first brake device for braking a first wheel of the vehicle, a second brake device for braking a second wheel of the vehicle, a first brake pedal which is paired with the first wheel, a second brake pedal which is paired with the second wheel, a brake control valve which is designed to act on the first brake device and/or the second brake device, a first control valve for controlling a brake pressure in the first brake device, and a second control valve for controlling a brake pressure in the second brake device. The brake system further has an electromechanical switching module in order to block or at least reduce a braking effect of the second brake device while the first brake pedal is being actuated, and the switching module is designed to block or at least reduce a braking effect of the first brake device while the second brake pedal is being actuated.

A brake system for a vehicle includes a first brake device for braking a first wheel of the vehicle, a second brake device for braking a second wheel of the vehicle, a first brake pedal which is paired with the first wheel, a second brake pedal which is paired with the second wheel, a brake control valve which is designed to act on the first brake device and/or the second brake device, a first control valve for controlling a brake pressure in the first brake device, and a second control valve for controlling a brake pressure in the second brake device. The brake system further has an electromechanical switching module in order to block or at least reduce a braking effect of the second brake device while the first brake pedal is being actuated, and the switching module is designed to block or at least reduce a braking effect of the first brake device while the second brake pedal is being actuated.

A braking force control apparatus is provided which has a first system including a first upstream braking actuator and a first downstream braking actuator, a second system including a second upstream braking actuator and a second downstream braking actuator, and a control unit. When the downstream braking actuator is abnormal and the upstream pressure can be supplied to braking force generating devices, but a braking pressure of any one of the wheels cannot be normally controlled, the control unit select the pressure increasing side control mode out of the front wheel control modes as a first prescribed control mode, select the pressure decreasing side control mode out of the rear wheel control modes as a second prescribed control mode, and to control the first and second upstream pressures in the first and second prescribed control modes.

A hydraulic control valve for an ATV or motorcycle takes hydraulic input from a hand brake lever as an input to a first cavity of the control valve with a movable piston therein, and from a foot brake lever as an input to a second cavity of the control valve with a movable piston therein, with the two pistons being linked. A bypass channel extends around the piston in the first cavity, which is closed off when the first piston moves longitudinally. The output of the first cavity hydraulically controls braking of the front wheel(s). The foot brake lever also pressurizes a direct line to brake the rear wheel(s) that doesn't go through the control valve.

A hydraulic control valve for an ATV or motorcycle takes hydraulic input from a hand brake lever as an input to a first cavity of the control valve with a movable piston therein, and from a foot brake lever as an input to a second cavity of the control valve with a movable piston therein, with the two pistons being linked. A bypass channel extends around the piston in the first cavity, which is closed off when the first piston moves longitudinally. The output of the first cavity hydraulically controls braking of the front wheel(s). The foot brake lever also pressurizes a direct line to brake the rear wheel(s) that doesn't go through the control valve.

A computer controlled locomotive brake (CCB) configured for setting and releasing the retainer valves of the railcars of a train. The CCB may initially recharge the brake pipe to a pressure slightly less than the retainer valve release pressure. The CCB may then continue charging to this level until the brake pipe flow, measured at the CCB on the controlling locomotive and the brake pipe pressure on the last car, as measured by an end of train device, indicate that the pressure in the braking system reservoirs are substantively equal to the brake pipe pressure. Once the reservoirs are substantively charged, the CCB may complete the brake release and recharge by recharging the brake pipe pressure to its final charge so that all retainer valves are released and the train has sufficient braking system recharge to safely control movement of the train.

A computer controlled locomotive brake (CCB) configured for setting and releasing the retainer valves of the railcars of a train. The CCB may initially recharge the brake pipe to a pressure slightly less than the retainer valve release pressure. The CCB may then continue charging to this level until the brake pipe flow, measured at the CCB on the controlling locomotive and the brake pipe pressure on the last car, as measured by an end of train device, indicate that the pressure in the braking system reservoirs are substantively equal to the brake pipe pressure. Once the reservoirs are substantively charged, the CCB may complete the brake release and recharge by recharging the brake pipe pressure to its final charge so that all retainer valves are released and the train has sufficient braking system recharge to safely control movement of the train.

A pressure-limiting valve has a valve housing, a piston, a pressure-limiting adjustment spring, at least one inlet and at least one outlet. The piston can assume an open position in which the inlet and the outlet are connected to each other and a closed position which separates the inlet and outlet. A first piston ring has a sealing surface and has a small pneumatic active surface relative to a second piston ring. Between the first and second piston rings the piston has a substantially truncated cone-like portion which tapers toward the first piston ring. In the closed position, the sealing surface of the first piston ring is sealingly drawn against a housing collar by a pneumatic force acting counter to the force of the pressure-limiting adjustment spring. A pneumatic passage for creating a safety valve function closable by a spring-loaded safety valve body is provided in the piston.

A pressure-limiting valve has a valve housing, a piston, a pressure-limiting adjustment spring, at least one inlet and at least one outlet. The piston can assume an open position in which the inlet and the outlet are connected to each other and a closed position which separates the inlet and outlet. A first piston ring has a sealing surface and has a small pneumatic active surface relative to a second piston ring. Between the first and second piston rings the piston has a substantially truncated cone-like portion which tapers toward the first piston ring. In the closed position, the sealing surface of the first piston ring is sealingly drawn against a housing collar by a pneumatic force acting counter to the force of the pressure-limiting adjustment spring. A pneumatic passage for creating a safety valve function closable by a spring-loaded safety valve body is provided in the piston.