A suspension assembly for a heavy-duty vehicle axle/suspension system that includes a geometry that enables components of a brake system to be mounted above and be protected by a beam of the suspension assembly. In an embodiment of the suspension assembly, the beam includes a recessed area that allows a brake actuator to be positioned at least partially within or disposed adjacent the recessed area.

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 system for a vehicle includes a first axle pressure modulator (APM) for service-brake-chambers for a first vehicle-axle, a second axle pressure modulator for spring-brake-cylinders for a second vehicle-axle, the second APM being connected to an electronic-brake-control-unit, which is configured to issue a first electric-control-signal for controlling the first APM and a second electric-control-signal for controlling the second APM, an intelligent foot brake module, which is configured to issue a first pneumatic-control-signal for controlling the first APM and a second pneumatic-control-signal for controlling the second APM, an electronic parking brake controller, which is configured to issue a second pneumatic parking brake signal for controlling the spring-brake-cylinders, and a pressure control valve, which is configured to convert the second pneumatic parking brake signal into a first pneumatic parking brake signal for controlling the first APM.

A brake system for a vehicle includes a first axle pressure modulator (APM) for service-brake-chambers for a first vehicle-axle, a second axle pressure modulator for spring-brake-cylinders for a second vehicle-axle, the second APM being connected to an electronic-brake-control-unit, which is configured to issue a first electric-control-signal for controlling the first APM and a second electric-control-signal for controlling the second APM, an intelligent foot brake module, which is configured to issue a first pneumatic-control-signal for controlling the first APM and a second pneumatic-control-signal for controlling the second APM, an electronic parking brake controller, which is configured to issue a second pneumatic parking brake signal for controlling the spring-brake-cylinders, and a pressure control valve, which is configured to convert the second pneumatic parking brake signal into a first pneumatic parking brake signal for controlling the first APM.

A system for releasing the heavy-haul train hascomprises a control valve mounted in each of train cars. The control valve is connected to a train pipe, an auxiliary air reservoir and a brake cylinder are connected to the control valve, and an exhaust port is configured on the control valve. The exhaust port is connected to a solenoid valve. The method for improving the release performance of the heavy-haul train includes: S1: the solenoid valve in each of the train cars is powered on to close a passage between the exhaust port of the control valve and the atmosphere; S2: an automatic brake valve is regulated to inflate the train pipe; and S3: the solenoid valve in each of the train cars is powered off to open the passage between the exhaust port of the control valve and the atmosphere, so that the train is released.

An electropneumatic trailer control-valve unit for a vehicle includes a storage port for coupling a store of compressed air for a trailer, a brake-pressure port, and a brake-pressure pilot-control unit configured to output at least one first control pressure. The electropneumatic trailer control-valve unit further includes a brake-pressure main-valve unit configured to receive the first control pressure and to output a brake pressure at a brake-pressure port, a trailer operating-pressure port configured to receive a trailer operating pressure; and a pneumatically switched trailer protection valve with a protection-valve control port which is connected to the trailer operating-pressure port for receiving the trailer operating pressure. The trailer protection valve switches from a first switching position into a second switching position if the trailer operating pressure exceeds a predetermined first threshold value.

An electropneumatic trailer control-valve unit for a vehicle includes a storage port for coupling a store of compressed air for a trailer, a brake-pressure port, and a brake-pressure pilot-control unit configured to output at least one first control pressure. The electropneumatic trailer control-valve unit further includes a brake-pressure main-valve unit configured to receive the first control pressure and to output a brake pressure at a brake-pressure port, a trailer operating-pressure port configured to receive a trailer operating pressure; and a pneumatically switched trailer protection valve with a protection-valve control port which is connected to the trailer operating-pressure port for receiving the trailer operating pressure. The trailer protection valve switches from a first switching position into a second switching position if the trailer operating pressure exceeds a predetermined first threshold value.

An electronic brake system for a trailer with a pneumatic brake installation is disclosed. The electronic brake system comprises a brake controller (18) in the trailer (11) connected to a first communication device (20) that is part of a first communication channel (23) for wirelessly receiving brake signals of a towing vehicle (10). The electronic brake system also comprises a second communication channel for receiving brake signals of the towing vehicle. The brake controller (18) converts the brake signals of the first communication channel (23) into brake commands for the pneumatic brake installation only if brake signals arrive via the second communication channel (24) at the same time or within a defined time window. The time window begins as soon as a brake signal arrives on one of the first and second communication channels (23, 24).

A vehicle braking system includes a piston rod extendable from an air brake chamber, a rotatable cam shaft, and a slack adjuster coupled to the piston rod and the cam shaft. The slack adjuster is configured to rotate the cam shaft as the piston rod extends. The slack adjuster has a control gear coupled to the cam shaft such that the control gear rotates as the cam shaft is rotated. A pinion gear meshes with the control gear such that the pinion gear rotates as the control gear rotates, and a take-off gear meshes with the pinion gear such that the take-off gear rotates as the control gear rotates. A magnet coupled to the take-off gear is configured to rotate as the take-off gear rotates. A sensor is configured to sense rotation of the magnet, and an indicator is configured to indicate brake stroke of the piston rod.

A vehicle braking system includes a piston rod extendable from an air brake chamber, a rotatable cam shaft, and a slack adjuster coupled to the piston rod and the cam shaft. The slack adjuster is configured to rotate the cam shaft as the piston rod extends. The slack adjuster has a control gear coupled to the cam shaft such that the control gear rotates as the cam shaft is rotated. A pinion gear meshes with the control gear such that the pinion gear rotates as the control gear rotates, and a take-off gear meshes with the pinion gear such that the take-off gear rotates as the control gear rotates. A magnet coupled to the take-off gear is configured to rotate as the take-off gear rotates. A sensor is configured to sense rotation of the magnet, and an indicator is configured to indicate brake stroke of the piston rod.