An electro-pneumatic central pressure control module, having at least two channels, implemented as a structural unit for an electro-pneumatic service brake of a vehicle, having at least two pressure control channels which are electrically controllable with regard to a brake pressure. A central electronic brake control device has a board, carrying electrical and electronic components, in which routines at least for controlling the brake pressure and for controlling the driving dynamics are implemented in the electrical and electronic components. At least one inertial sensor is arranged on or at the at least one board and is electrically conductively connected to at least several of the electrical and electronic components on the board so that the output signals of the at least one inertial sensor are integrated into the at least several electrical and electronic components for carrying out the control of the driving dynamics.

An electro-pneumatic central pressure control module, having at least two channels, implemented as a structural unit for an electro-pneumatic service brake of a vehicle, having at least two pressure control channels which are electrically controllable with regard to a brake pressure. A central electronic brake control device has a board, carrying electrical and electronic components, in which routines at least for controlling the brake pressure and for controlling the driving dynamics are implemented in the electrical and electronic components. At least one inertial sensor is arranged on or at the at least one board and is electrically conductively connected to at least several of the electrical and electronic components on the board so that the output signals of the at least one inertial sensor are integrated into the at least several electrical and electronic components for carrying out the control of the driving dynamics.

A vehicle control apparatus includes a first ECU electrically connected to a wheel speed sensor and a second ECU electrically connected to the wheel speed sensor.

A method for emergency engagement of a holding brake of a vehicle having an electropneumatic brake system. The electropneumatic brake system includes a service brake system with a service brake and a holding brake system with the holding brake. The holding brake system has spring brake cylinders. The service brake system includes a service brake control unit. The electropneumatic braking system includes at least one brake circuit for the service brake and the holding brake. The service and holding brakes may be in separate brake circuits. The spring brake cylinders can be vented when a supply pressure in at least one brake circuit for the service brake decreases. The method includes reducing, via the service brake control unit, the supply pressure in at least one brake circuit for the service brake under a program control in defined conditions.

A method for emergency engagement of a holding brake of a vehicle having an electropneumatic brake system. The electropneumatic brake system includes a service brake system with a service brake and a holding brake system with the holding brake. The holding brake system has spring brake cylinders. The service brake system includes a service brake control unit. The electropneumatic braking system includes at least one brake circuit for the service brake and the holding brake. The service and holding brakes may be in separate brake circuits. The spring brake cylinders can be vented when a supply pressure in at least one brake circuit for the service brake decreases. The method includes reducing, via the service brake control unit, the supply pressure in at least one brake circuit for the service brake under a program control in defined conditions.

A dual-directional normally closed valve (“NC valve”) includes a housing having NC valve first and second passages in fluid communication with a center bore. An armature is provided for selective longitudinally reciprocating motion with respect to the center bore between first and second armature positions. A valve seat is located within the center bore in selective fluid communication with the NC valve first and second passages. A poppet is located at least partially within the housing and is interposed longitudinally between the armature and the valve seat. The poppet is at least partially maintained in engagement with the armature and carried thereby for selective longitudinally reciprocating motion with respect to the valve seat between first and second poppet positions. The poppet defines a dual-directional valving structure cooperatively with the valve seat.

A dual-directional normally closed valve (“NC valve”) includes a housing having NC valve first and second passages in fluid communication with a center bore. An armature is provided for selective longitudinally reciprocating motion with respect to the center bore between first and second armature positions. A valve seat is located within the center bore in selective fluid communication with the NC valve first and second passages. A poppet is located at least partially within the housing and is interposed longitudinally between the armature and the valve seat. The poppet is at least partially maintained in engagement with the armature and carried thereby for selective longitudinally reciprocating motion with respect to the valve seat between first and second poppet positions. The poppet defines a dual-directional valving structure cooperatively with the valve seat.

A hydraulic motor vehicle brake system is specified with a device for generating a hydraulic fluid pressure. The device comprises an electrically controllable actuator and a piston in a pressure chamber, which is movable by means of the electrically controllable actuator for changing a hydraulic fluid pressure in the pressure chamber. The brake system also comprises a wheel brake pressure control device with a reservoir for the storage of hydraulic fluid discharged from a motor vehicle wheel brake in a pressure reduction phase, wherein the reservoir is fluidically coupled to the pressure chamber. A control system of the brake system is designed to output a control signal for the actuator in the event of a detected loss of function of the control device and in the event of a detected critical filling volume of the reservoir with hydraulic fluid during operation of the control device, which causes the piston to be driven back for pressure reduction in the pressure chamber with suction of hydraulic fluid from the reservoir.

A hydraulic motor vehicle brake system is specified with a device for generating a hydraulic fluid pressure. The device comprises an electrically controllable actuator and a piston in a pressure chamber, which is movable by means of the electrically controllable actuator for changing a hydraulic fluid pressure in the pressure chamber. The brake system also comprises a wheel brake pressure control device with a reservoir for the storage of hydraulic fluid discharged from a motor vehicle wheel brake in a pressure reduction phase, wherein the reservoir is fluidically coupled to the pressure chamber. A control system of the brake system is designed to output a control signal for the actuator in the event of a detected loss of function of the control device and in the event of a detected critical filling volume of the reservoir with hydraulic fluid during operation of the control device, which causes the piston to be driven back for pressure reduction in the pressure chamber with suction of hydraulic fluid from the reservoir.

An electro-hydraulic braking system includes a main casing. A hydraulic unit brake master cylinder is provided in the main casing. An outer end of a piston rod of the brake master cylinder is connected to an output top rod. Another end of the output top rod is provided with an input rod. The input rod is slidably connected in the main casing along only a length direction of the input rod, and another end of the input rod is provided with a push rod that is configured to transmit a brake pedal force. The main casing is further provided therein with a reset member configured to push the push rod away from the brake master cylinder to reset and a displacement sensor configured to sense a displacement of the push rod. The input rod and the output top rod include a spacing state and an abutment state.