A circuit has a fluid line matrix and brake components connected to the fluid line matrix. Changes in the brake designs or brake functions can be carried out easily in that at least one interface is provided for connecting a distributor block. The interface is designed such that a configuration of the fluid line matrix can be formed by connecting or exchanging the distributor block. There is also described a distributor block which is suitable for forming a configuration of the fluid line matrix of the circuit by connecting to the at least one interface of the circuit.

An electro-pneumatic parking brake arrangement includes a shut-off valve and a parking brake module. The parking brake module includes a reservoir connection configured to connect to a compressed air reservoir, a first spring-loaded accumulator connection configured to connect to the shut-off valve, an electro-pneumatic valve unit having at least one electro-pneumatic valve configured to output a spring-loaded brake pressure at the first spring-loaded accumulator connection, and an electronic control unit configured to receive parking brake signals from an electronic parking brake switch and/or a higher-order control unit. The shut-off valve comprises a second spring accumulator connection configured to connect the spring-loaded brakes of the further axle and to shut off the second spring accumulator connection depending on a shut-off signal provided by the parking brake module.

An electro-pneumatic parking brake arrangement includes a shut-off valve and a parking brake module. The parking brake module includes a reservoir connection configured to connect to a compressed air reservoir, a first spring-loaded accumulator connection configured to connect to the shut-off valve, an electro-pneumatic valve unit having at least one electro-pneumatic valve configured to output a spring-loaded brake pressure at the first spring-loaded accumulator connection, and an electronic control unit configured to receive parking brake signals from an electronic parking brake switch and/or a higher-order control unit. The shut-off valve comprises a second spring accumulator connection configured to connect the spring-loaded brakes of the further axle and to shut off the second spring accumulator connection depending on a shut-off signal provided by the parking brake module.

A control valve (12) for applying a spring-loaded brake pressure (p3b) to spring-loaded parts of a rear-axle wheel brake is provided. The control valve (12) is activatable pneumatically via a second control input (12b) with a parking-brake control pressure (p5). The parking-brake control pressure (p5) can act in such a manner on a control mechanism (14b, 15b, 17c, 22, 23, 24) arranged in a valve housing (12f) of the control valve (12) that a spring-loaded brake pressure (p3b) arises at a control output (12c) of the control valve (12) as a function of the parking-brake control pressure (p5) for bringing about a parking-brake braking specification with the spring-loaded parts of the rear-axle wheel brakes. The control valve (12) has a first control connection (12a) connectable to an adjustable first control chamber (14a), which is operatively connected to the control mechanism (14b, 15b, 17c, 22, 23, 24).

A control valve (12) for applying a spring-loaded brake pressure (p3b) to spring-loaded parts of a rear-axle wheel brake is provided. The control valve (12) is activatable pneumatically via a second control input (12b) with a parking-brake control pressure (p5). The parking-brake control pressure (p5) can act in such a manner on a control mechanism (14b, 15b, 17c, 22, 23, 24) arranged in a valve housing (12f) of the control valve (12) that a spring-loaded brake pressure (p3b) arises at a control output (12c) of the control valve (12) as a function of the parking-brake control pressure (p5) for bringing about a parking-brake braking specification with the spring-loaded parts of the rear-axle wheel brakes. The control valve (12) has a first control connection (12a) connectable to an adjustable first control chamber (14a), which is operatively connected to the control mechanism (14b, 15b, 17c, 22, 23, 24).

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).

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 vehicle braking system includes a primary system including at least one pneumatic brake pipe control valve, and a secondary back-up system configured to facilitate vehicle braking without human intervention. The secondary back-up system includes a first air reservoir coupled to supply pressurized air to the at least one pneumatic brake pipe control valve, a second air reservoir, a choke adapted to allow airflow at a specified airflow rate, and a solenoid valve adapted to selectively couple and decouple the first air reservoir and the second air reservoir via the choke, according to an energization state of the solenoid valve.

A brake actuator has a plurality of actuator housing portions, a parking piston axially displaceable within one of the actuator housing portions, and a service piston axially displaceable independently of the parking piston within another of the actuator housing portions. A brake actuator rod projecting from the other of the actuator housing portions moves outward of that actuator housing portion upon at least one of fluid supply to a first substantially torus-shaped service brake bladder and fluid relief from a second substantially torus-shaped parking brake bladder. The brake actuator rod can be moved inward into the other of the actuator housing portions upon fluid relief from the first substantially torus-shaped service brake bladder, and fluid supply to the second substantially torus-shaped parking brake bladder or both.

A brake actuator has a plurality of actuator housing portions, a parking piston axially displaceable within one of the actuator housing portions, and a service piston axially displaceable independently of the parking piston within another of the actuator housing portions. A brake actuator rod projecting from the other of the actuator housing portions moves outward of that actuator housing portion upon at least one of fluid supply to a first substantially torus-shaped service brake bladder and fluid relief from a second substantially torus-shaped parking brake bladder. The brake actuator rod can be moved inward into the other of the actuator housing portions upon fluid relief from the first substantially torus-shaped service brake bladder, and fluid supply to the second substantially torus-shaped parking brake bladder or both.