A brake control valve arrangement includes an electro-pneumatic brake control valve block having a hold valve and a vent valve, a main regulator valve and an emergency and a tare pressure regulator. The valve block has an inlet for a brake supply pressure and an outlet for a brake cylinder, wherein an inlet and a vent pneumatic opening is provided for the hold valve and vent valve. The arrangement also includes a configuration module in pneumatic connection with the brake supply pressure and providing a pneumatic path to the inlet, and a pneumatic path to the vent valve from the brake cylinder, the arrangement also including at least one choke configured to control air flow in pneumatic paths to the inlet opening and vent opening.

An electropneumatic brake control module (1) has a supply connection (2) for connecting a compressed air supply (3); a first wheel brake connection (4) and a second wheel brake connection (6); a pneumatically controlled inlet-outlet valve unit (8) for controlling a first brake pressure (PB1) at the first wheel brake connection (4) and a second brake pressure (PB2) at the second wheel brake connection (6), which is independent of the first brake pressure (PB1); and an electropneumatic pilot control unit (10) for controlling at least one main control pressure (PH) at a main valve (12) of the inlet-outlet valve unit (10). The main valve (12) of the inlet-outlet valve unit (10) is a pneumatically controllable 3/2-way valve (13) with a main valve control connection (12.4).

A hydraulic block of an electronic braking device for a vehicle may include: a block body; an input port part disposed on the block body, and connected to an output line of a main braking device to brake a vehicle using hydraulic pressure; an output port part connected to a hydraulic brake line for individually adjusting one or more wheels; and a hydraulic circuit part formed in the block body so as to extend from the input port part to the output port part, and configured to control hydraulic pressure for redundancy of vehicle braking.

Disclosed are a pressure control method and a pressure control device for a braking cylinder of a rail vehicle, and the rail vehicle. The method includes the following steps: acquiring the air charge-release volume of the braking cylinder of the rail vehicle and the air flowrate of the braking cylinder; determining the charge-release duration according to the air charge-release volume of the braking cylinder and the air flowrate of the braking cylinder, and controlling the charge-release working duration of the air charge-release solenoid valve according to the air charge-release duration; when the working duration of the air charge-release solenoid valve reaches the charge-release duration, acquiring the predictive pressure of the braking cylinder, and controlling the working state of the air charge-release solenoid valve according to the predictive pressure.

An automatic pressure regulating valve for multiple levels of driving automation of a commercial vehicle includes an upper valve body, a lower valve body, a piston, a main valve core assembly, a switching valve, a quick-acting intake valve, and a quick-acting exhaust valve. The switching valve, the quick-acting intake valve and the quick-acting exhaust valve are all mounted at an upper end of the upper valve body. The piston is located in a chamber formed by the upper valve body and the lower valve body to divide the chamber into an upper control chamber and a lower chamber. The main valve core assembly is mounted in the lower valve body. The automatic pressure regulating valve is applicable to a commercial vehicle allowing for multiple levels of driving automation.

An automatic pressure regulating valve for an electro-pneumatic braking system of a commercial vehicle comprises an upper valve body and a lower valve body. The upper valve body includes a normally open switching valve, a quick-acting intake valve, a normally open quick-acting intake valve, a quick-acting exhaust valve, and a control chamber A. A lower valve body includes a relay valve and a working chamber B. The normally open switching valve has a manually controlled air inlet a and an electronically controlled air inlet b, and an air outlet c connected to an air inlet d of the normally open quick-acting intake valve. An air outlet e of the normally open quick-acting intake valve, an air inlet f of the quick-acting exhaust valve and an air outlet i of the quick-acting air intake valve are connected together to the control chamber A.

A pneumatic automatic pressure regulating valve for automatic driving of a commercial vehicle includes an upper valve body and a lower valve body that form a chamber of the automatic pressure regulating valve. A quick-acting intake valve assembly and a quick-acting exhaust valve assembly are mounted on the upper valve body. A main valve core assembly is mounted on the lower valve body. The quick-acting intake valve and the quick-acting exhaust valve are normally closed and both are configured to regulate an air pressure in the control chamber A such that air enters the working chamber B to increase a pressure or is vented therefrom to reduce the pressure, thereby controlling a pressure in a brake chamber. The pneumatic automatic pressure regulating valve can be widely applied to autonomous vehicles or unmanned driving. The familiarity dependency of a driver on a valve control system is reduced.

To obtain a hydraulic pressure control unit and a straddle-type vehicle brake system, each of which can answer a request for downsizing. The straddle-type vehicle brake system has a hydraulic circuit that includes: a primary channel through which brake fluid in a master cylinder is delivered to a wheel cylinder; a secondary channel through which the brake fluid in the wheel cylinder is released to a primary channel intermediate portion; and a supply channel that supplies the brake fluid to a secondary channel intermediate portion. In a state where a surface on which a motor 28 of a base body 51 in the hydraulic pressure control unit is vertically provided is seen from the front, an opening for a first valve 31 that controls a flow rate on the wheel cylinder side of the primary channel intermediate portion and an opening for a second valve 32 that controls a flow rate on an upstream side of the secondary channel intermediate portion overlap a first straight line L1, and an opening for a third valve 35 that controls a flow rate on the master cylinder side of the primary channel intermediate portion and an opening for a fourth valve 36 that controls a flow rate of the supply channel overlap a second straight line L2 that crosses the first straight line L1 at a right angle.

An automatic brake subsystem (24) includes second accumulators (25F, 25R), a front second line (28) and a rear second line (29), second brake valves (30F, 30R), a first solenoid switching valve (32), first shuttle valves (33F, 33R), and a controller 37. A second solenoid switching valve (34F) and a pressure sensor (35F) are provided in the front second line (28), and a second solenoid switching valve (34R) and a pressure sensor (35R) are provided in the rear second line (29). In a case where it is determined that each of the second brake valve (30F, 30R) is not performing normally based upon a pressure of a hydraulic fluid detected by each of the pressure sensors (35F, 35R) and an operating signal supplied to the first solenoid switching valve (32) or each of the second brake valves (30F, 30R), a controller 37 performs control to switch each of the second solenoid switching valves (34F, 34R).

An automatic brake subsystem (24) includes second accumulators (25F, 25R), a front second line (28) and a rear second line (29), second brake valves (30F, 30R), a first solenoid switching valve (32), first shuttle valves (33F, 33R), and a controller 37. A second solenoid switching valve (34F) and a pressure sensor (35F) are provided in the front second line (28), and a second solenoid switching valve (34R) and a pressure sensor (35R) are provided in the rear second line (29). In a case where it is determined that each of the second brake valve (30F, 30R) is not performing normally based upon a pressure of a hydraulic fluid detected by each of the pressure sensors (35F, 35R) and an operating signal supplied to the first solenoid switching valve (32) or each of the second brake valves (30F, 30R), a controller 37 performs control to switch each of the second solenoid switching valves (34F, 34R).