A parking brake device for motor vehicles has at least one first parking brake unit and one second parking brake unit, wherein the first parking brake unit has at least one first compressed air connector, a first inlet-ventilation solenoid valve unit, a first relay valve, a spring brake valve and at least one first compressed air outlet. The first compressed air connector is connected to the first inlet-ventilation solenoid valve unit and the first relay valve. A first control line is provided in the first parking brake unit in such a way that the first relay valve is connected to the first inlet-ventilation solenoid valve unit, wherein the first control line has a first branch upstream of the first relay valve, and wherein a first outlet line is provided in the first parking brake unit, which first outlet line is connected to the at least one first compressed air outlet and has a first outlet branch. A spring brake line is provided in the first parking brake unit, which spring brake line is connected via a first branch to the first control line and via the first outlet branch to the outlet line. The first parking brake unit has a spring brake valve which is arranged in the spring brake line and is connected to the first relay valve, and a first throttle unit which is arranged in the spring brake line between the first outlet branch of the first outlet line and the first branch of the first control line.

The system provides for the control of a railway train for the transport of goods, comprising a plurality of wagons a master locomotive at the head of the train and one or more slave locomotives distributed along the train. The train is equipped with a pneumatic brake pipe which extends along the whole train. The master locomotive is equipped with a master control system for controlling the train, and the at least one slave locomotive is equipped with a slave control system subordinated to the master control system. The master and slave systems can communicate with each other via a radio channel. Each slave system is designed to control traction apparatuses, apparatuses for controlling the pressure in the brake pipe and apparatuses for applying the emergency brake of the corresponding slave locomotive, and for retransmitting signals indicating the status of these apparatuses of the slave locomotive to the master system.

Provided is a support structure for a plurality of electrically actuated brake fluid pressure generation devices provided in a vehicle in which automated driving is enabled, the brake fluid pressure generation devices being configured to generate brake fluid pressure. The support structure includes a support member (a first bracket, a second bracket, and an actuator bracket) via which a brake actuator and a brake unit are supported by frame members forming a storage chamber separated from a vehicle cabin. The support member is supported by the frame members at two points. The brake actuator and the brake unit are mechanically connected to each other via the support member.

A retrofit pneumatic circuit complements an existing factory braking system to preserve the original function of the driver's foot pedal while also adding the ability for a computer to actuate the brakes separately and independently. In the event where both the primary and secondary drivers are actuating the brakes at any time, the braking force applied is the maximum of the two. In the preferred approach, a shuttle valve is connected between a primary proportional valve and a copy of that proportional valve. Directional control valves are also included to isolate both the input and the output portions of the secondary circuit in order to enforce positive shutdown of computer control. One directional valve blocks a supply pressure to prevent bleeding of the system in any situation where pressure is requested when computer control is supposed to be disabled. A second directional valve vents any built-up pressure to the atmosphere, so that any residual pressure does not actuate the brakes after computer control is disabled.

Assembly in a compressed air system of a vehicle provided with an air ride suspension, the assembly being configured to lift the vehicle body by filling at least one air spring, the solenoid valves being switchable in cooperation with an electronic control device, and the assembly including a pressure line for filling the air springs, and the pressure line including a first branch line connectable to the pressure line via a pilot-controlled solenoid valve for filling the air springs and including first supply pipes and pilot-controlled solenoid valves for each air spring as well as a second branch line for providing a control pressure which includes second supply pipes for the pilot-controlled solenoid valves, wherein the second branch line is connected to the pressure line via a check valve, the check valve providing a block position against venting or pressure drop in the second branch line.

A valve-device (VD) for a vehicle-braking-system (VBS), and a VBS. A VD for a VBS, having first/second control-units (CU), which are electrically connectable to the VD, which includes a valve-unit (VU) with an actuator for actuating the VU, a valve housing (VH) for the VU, and an error protection module (EPM) outside the VH. The EPM includes first/second supply-ports (SP) for electrical attachment to the first/second CUs, first/second main-ports (MP) for electrical attachment to the first/second CUs, a first connection port (CP) electrically connected to the first/second SPs, for electrical connection to the actuator, a second CP electrically connected to the first/second MPs, for electrical connection to the actuator, first and second electric protective circuits (EPC). The first EPC is electrically connected between the first/second SPs, and the first CP. The second EPC is electrically connected between the second CP and the first/second MPs. An EPC includes an electrical fuse-device and/or a diode-element connected in series to the respective supply/main ports.

An electropneumatic trailer control module (1) includes a trailer control connection (6) configured to deliver a trailer control pressure (pTC), an electropneumatic trailer control valve arrangement (20) configured to receive a supply pressure (pS) and to provide the trailer control pressure (pTC) and an electronic trailer control connection (24) for providing trailer braking control signals (STB) such that the trailer control pressure (pTC) can be modulated. The electropneumatic trailer control module (1) is characterized by a protection connection (10) for receiving a pneumatic protection pressure (pPR), and a tractor protection unit (22) configured to switch between a supply state (60) and a protection state (56). The invention further relates to an electropneumatic braking system (100), a vehicle (200) and a method (300) for controlling a trailer supply function of an electropneumatic braking system (100).

A method for adjusting brake pressures at pneumatically actuated wheel brakes of a vehicle includes receiving an external braking demand. The method further includes, in response to the received external braking demand, performing, during each of a plurality of computation cycles: (i) ascertaining control signals for pressure control valves of the pneumatically actuated wheel brakes of the vehicle, (ii) continuously ascertaining a differential slip value, wherein the differential slip value is a difference between a slip of two axles of the vehicle and is determined by measuring signals supplied by speed sensors of wheels of the vehicle, (iii) evaluating the differential slip value with respect to a predefined or adjustable setpoint differential slip value, (iv) based on the evaluation of the differential slip value, adapting the ascertained control signals, and (v) releasing the adapted control signals to the pressure control valves.

A method is provided for decelerating a vehicle. The vehicle has an electro-pneumatic brake system, at least one front axle, at least one rear axle, and a brake value transmitter. The vehicle further includes at least one axle modulator for the front axle of the vehicle, for performing control of at least one front axle brake pressure at the at least one front axle, and/or at least one axle modulator for the rear axle of the vehicle, for performing control of a rear axle brake pressure at the at least one rear axle of the vehicle. The method includes generating a redundancy signal at a first axle, the front axle or rear axle, or at a trailer control valve, and performing open-loop and/or closed-loop control of an auxiliary brake pressure at another axle, the front axle or the rear axle, via the redundancy signal.

Systems and methods allow for controlling brakes of a trailer coupled to a tractor. The systems and methods utilize an inversion valve input between an emergency brake controller and a trailer connection at the tractor. The inversion valve receives a supply air from an output of the emergency brake controller, and a control air output from a treadle valve of the tractor. Depending on the control air, the emergency brakes at the tractor may be released/activated to simulate service brake control without requiring connecting the tractor to the trailer service brake line.