An ECP overlay system for a Russian distributor valve includes a manifold body having a pipe bracket face configured to engage a face of a pipe bracket of a brake system, a valve face configured to engage a face of a main portion of a Russian distributor valve of a brake system, and an electric manifold face. The system further including an electric manifold assembly engaged with the electric manifold face of the manifold body, with the electric manifold assembly having a pneumatic mode where the electric manifold assembly is configured to allow pneumatic-only control of a brake cylinder of brake system and an ECP mode where the electric manifold assembly is configured to allow electronic control of a brake cylinder of a brake system.

A spring brake actuator has a service brake with a service brake housing and a service brake working chamber located in the service brake housing. The service brake working chamber is confined by a diaphragm. A service brake piston movable along an actuator-longitudinal axis and abuts the diaphragm, which applies a brake force onto the service brake piston. A spring between the service brake piston and the service brake housing pushes the service brake piston against the direction of the brake force. A modulator valve unit communicates with the service brake working chamber and is configured to regulate the inlet and outlet of fluid into and out of the service brake working chamber. The modulator valve unit is integrated into the spring brake actuator and includes a controllable inlet valve communicating with the service brake working chamber and a controllable outlet valve communicating with the service brake working chamber.

A pneumatic ABS valve device for a pneumatic brake system of a vehicle comprises a check valve mechanism for enabling a supply air flow from a supply port to a delivery port and blocking an air flow in the reverse direction. The check valve mechanism comprises a quick release insert disposed in an insert chamber, the quick release insert being placeable in a basic position for providing a chamber passage in the insert chamber enabling the supply air flow. The quick release insert is displaceable by an air pressure difference from the basic position into an activated blocking position, in which the chamber passage is at least diminished with respect to its basic position, in order to block an air flow from the supply port to the delivery port and enabling exhaust air flow.

A control arrangement for a vehicle motion system including a braking function, comprising motion actuators with one or more brake actuators pertaining to the braking function, a first vehicle motion management controller (VMM1) and a second vehicle motion management controller (VMM2), forming a redundant assembly to control the braking function, wherein, in riding conditions, the first vehicle motion management controller controls the brake actuators with a current nominal expected braking performance, while the second vehicle motion management controller (VMM2) is in a waiting-to-operate mode, the control arrangement comprising a hot swap functionality in which the second vehicle motion management controller (VMM2) is configured to take over control of the brake actuators from the first vehicle motion management controller, with the current nominal expected braking performance, in a short time period (SWT) less than one second, preferably less than 0.5 second, preferably less than 0.3 second, and associated control method.

An electropneumatic pilot unit for controlling a pneumatic consumer is provided herein. The pilot unit comprises at least two electromagnetic pilot valves. Each of the electromagnetic pilot valves comprises a coil for producing a magnetic flux along a valve axis, an armature which can be moved in the axial direction of the valve axis, a valve seat which can be closed and opened by the armature, and a pneumatic inlet port and a pneumatic outlet port. At least two of the pilot valves lie next to each other with parallel valve axes. Each pilot valve has a port which protrudes towards a common underside for connection to a pilot chamber of the consumer controlled by the pilot valves.

A relay valve (1) for a compressed-air system of a vehicle has a working pressure inlet, a working pressure outlet, a venting outlet and a controllable relay piston (19). The relay piston (19) is axially movably guided and, at one axial end, has an annular, radially inner valve seat (20). A sealing piston (9) is axially movably guided coaxially with respect to the relay piston (19). The sealing piston (9) is pushed by a compression spring (8) toward the relay piston (19) and an annular, radially outer valve seat (25), which is a part of a seat ring (24) fastened in an annular collar (23) of the housing bottom part (2). The seat ring (24) is a deep-drawn component shaped as a cylindrical pot of a metallic material. The radially outer valve seat (25) is an axially protruding annular web with a gable-shaped axial cross section.

A vehicle-electrical-apparatus, including: a) a service-brake-device having an electropneumatic service-brake-device, which is an electronically-brake-pressure-regulated-brake-system, having an electropneumatic-service-brake-valve-device (ESBVD), a first-electronic-brake-control-device (EBCD), electropneumatic-modulators and pneumatic-wheel-brake actuators; b) a sensor-device to deliver sensor-signals, including: at least one wheel-rotational-speed-sensor, a longitudinal-acceleration-sensor, a transverse-acceleration-sensor, a yaw-rate-sensor, and/or a steering-wheel-angle-sensor, wherein: c) the first-EBCD electrically controls the electropneumatic-modulators, which generate pneumatic-brake-pressures or brake-control-pressures for the pneumatic-wheel-brake-actuators, and d) the ESBVD has a service-brake-actuation-member and, within at least one electrical-service-brake-circuit, at least one electrical-channel containing at least one electrical-brake-value-transmitter, actuate-able by the service-brake-actuation-member, for coupling out actuation-signals depending on actuation of the service-brake-actuation-member, and at least one second-EBCD, receiving the actuation-signals and independent of the first-EBCD, which second-ECBD couples brake-request signals into the first-EBCD depending on the actuation-signals, and, within at least one pneumatic-service-brake-circuit, at least one pneumatic-channel in which at least one control-piston of the service-brake-valve-device is loaded with a first-actuation-force by actuating the service-brake-actuation-member based on a driver-brake-request, and the control-piston directly/indirectly controls at least one double-seat valve, containing an inlet-seat/outlet-seat, of the service-brake-valve-device to generate pneumatic-brake-pressures or brake-control-pressures for the pneumatic-wheel-brake-actuators; e) a means to generate a second-actuation-force that acts on the at least one control-piston in the same/opposite direction to the first-actuation-force; wherein: f) brake slip and/or driving-dynamics-regulation-routines are in the second-EBCD, g) the second-EBCD receives sensor-signals, and h) for braking requested depending on driver-braking or requested independently of a driver-brake-request, the means generates the second-actuation-force, such that at least one brake-slip and/or driving-dynamics-regulation operation is performed.

An electropneumatic brake control module (1) for utility vehicles (100) includes a supply port (2) for connecting a compressed air supply (3); a first axle channel port (4); a pneumatically controlled inlet/outlet valve unit (10) for outputting a first braking pressure (PB1) at the first axle channel port (4); and an electropneumatic pilot control unit (8) for outputting at least one first control pressure (P1) at the inlet/outlet valve unit (10). The brake control module (1) further includes a redundancy pressure port (6) for receiving a redundancy pressure (PR) and a redundancy valve unit (12) connected to the redundancy pressure port (6) for outputting a redundancy braking pressure (PBR) at the first axle channel port (4) in the event that the electropneumatic pilot control unit (8) has a fault.

A brake module for a hydraulically braked tractor coupled to a pneumatically braked trailer has a trailer control valve connected via hydraulic control inlet to a hydraulic pressure line leaving a master brake cylinder, and via pneumatic inlet to a compressed air reservoir. Hydraulic control pressure determines pneumatic output pressure level at a trailer control valve pneumatic outlet. The brake module has a break-off prevention module which, if the control line leaks or separates from the trailer control valve relative to the trailer brake system, closes a supply pressure coupling head supply line and causes trailer brake system venting. The break-off prevention module has a pneumatic supply pressure inlet and a pneumatic tear-off control pressure inlet connected to the air reservoir independently of trailer control valve pressure inlets. Supply pressure inlet supply pressure passes through the break-off prevention module and feeds to a trailer control valve pneumatic supply pressure inlet.

A fluid-operated braking system (1) for a tractor-trailer vehicle includes a trailer control valve (2), a parking brake module (3), and an electronic control unit (4) electrically connected to the trailer control valve (2) and to the parking brake module (3). A pressure fluid accumulator (13) of the braking system (1) is connected to a control pressure input (P43) of the trailer control valve (2). A redundancy circuit controls the control pressure input (P43), even during a malfunction of the control unit (4). The parking brake module (3) includes a control valve (14), a redundancy valve (15) and a changeover valve (16) controlled by an electronic switch unit (20) with a holding function. When the control unit (4) malfunctions, the last error-free switching position of the control valve (14) or the redundancy valve is maintained until a operationally safe resting state is reached or the ignition system is switched off.