The disclosure relates to a fluid valve including a lip seal having a sealing lip between a pressure inlet and a pressure outlet, wherein the position of the sealing lip can be varied to vary a passage cross section. The disclosure further relates to a pneumatic valve arrangement having a park release valve and the fluid valve. The disclosure further relates to a pneumatic braking system including the fluid valve or the pneumatic valve arrangement.

The disclosure relates to a fluid valve including a lip seal having a sealing lip between a pressure inlet and a pressure outlet, wherein the position of the sealing lip can be varied to vary a passage cross section. The disclosure further relates to a pneumatic valve arrangement having a park release valve and the fluid valve. The disclosure further relates to a pneumatic braking system including the fluid valve or the pneumatic valve arrangement.

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 control module for an electronically controllable pneumatic brake system for a vehicle combination with a tractor vehicle and a trailer vehicle includes a pneumatic reservoir input, which is connectable to a compressed-air reservoir, and a trailer control unit, which has a trailer control valve unit with one or more electropneumatic valves, a trailer brake pressure port and a trailer supply pressure port. The electropneumatic control module further includes an immobilizing brake unit, which has a spring-type actuator port for at least one spring-type actuator for a tractor vehicle and an immobilizing brake valve unit with one or more electropneumatic valves, and an electronic control unit, wherein the electronic control unit is designed to, based on an electronic immobilizing signal, trigger the immobilizing brake valve unit to switch at least one valve of the immobilizing brake valve unit.

An electropneumatic control module for an electronically controllable pneumatic brake system for a vehicle combination with a tractor vehicle and a trailer vehicle includes a pneumatic reservoir input, which is connectable to a compressed-air reservoir, and a trailer control unit, which has a trailer control valve unit with one or more electropneumatic valves, a trailer brake pressure port and a trailer supply pressure port. The electropneumatic control module further includes an immobilizing brake unit, which has a spring-type actuator port for at least one spring-type actuator for a tractor vehicle and an immobilizing brake valve unit with one or more electropneumatic valves, and an electronic control unit, wherein the electronic control unit is designed to, based on an electronic immobilizing signal, trigger the immobilizing brake valve unit to switch at least one valve of the immobilizing brake valve unit.

A valve-arrangement is operable to switch between a bistable-valve (BV) behavior and a relay-valve (RV) behavior to control a parking-brake, and includes a housing with a supply-pressure-inlet (SPI), a service brake-control-inlet (SBCI) to provide a control-pressure, a pressure-outlet, and an exhaust-port, and includes a first-piston and a second-piston both movable along a same direction in the housing to define a first-chamber communicating with the SBCI, a second-chamber between the first-piston and the second-piston, and third chamber communicating with the pressure-outlet and with a controllable connection to the SPI, in which upon the control-pressure the second-piston moves with the first-piston to connect the pressure-outlet with the exhaust-port or with the SPI. The valve arrangement includes a throttle unit adapted, depending on the control-pressure, to connect the second-chamber with the third-chamber to enable the BV behavior or disconnect the second-chamber from the third-chamber to enable the RV behavior.

The improved hydraulic control valve includes a spool with a primary side piston having a rigid linkage with a secondary side piston. The primary side providing the ability to tap into an existing hydraulic system without altering the existing hydraulic system pressures or fluid volume. The secondary side piston and associated ports form a regulating assembly for control of the pressures of a hydraulic system and for providing feedback to the primary. The primary and secondary piston sizes may be stepped to create an appropriate amplification ratio for the required secondary brake system pressures in relation to the primary. Multiple secondary pilot signals and multiple primary pilot signals are also envisioned.

An electropneumatic rail brake system configured to provide emergency braking including an emergency magnet valve which controls air flow into an emergency regulator valve, which valve has an emergency back-up chamber. The emergency regulator provides an output pressure nominally equal to the variable load pressure and no lower than the tare back-up. The magnet valve is closed when energized and when de-energized, pressure is allowed into the emergency back-up chamber, Regulation of the brake cylinder pressure continues during an emergency application such that the brake cylinder pressure applied during an emergency stop does not drop below a predetermined level. In the event of power-loss during an emergency brake stop, the nominal emergency brake pressure is applied to the brake cylinders.

A redundancy module for a pneumatic braking system of a vehicle, in particular a commercial vehicle, with spring brakes on at least one axle, includes: a parking brake pressure port for receiving a parking brake pressure; a spring brake port for providing a spring brake pressure; a redundancy pressure port for receiving a redundancy pressure; and a piston assembly, with a reverse piston having a parking brake pressure control surface, a spring brake control surface, and a redundancy pressure control surface. The parking brake pressure acting on the parking brake pressure control surface causes a control of the spring brake pressure in a same direction. The redundancy pressure acting on the redundancy pressure control surface causes an inverse control of the spring brake pressure.

A redundancy module for a pneumatic braking system of a vehicle, in particular a commercial vehicle, with spring brakes on at least one axle, includes: a parking brake pressure port for receiving a parking brake pressure; a spring brake port for providing a spring brake pressure; a redundancy pressure port for receiving a redundancy pressure; and a piston assembly, with a reverse piston having a parking brake pressure control surface, a spring brake control surface, and a redundancy pressure control surface. The parking brake pressure acting on the parking brake pressure control surface causes a control of the spring brake pressure in a same direction. The redundancy pressure acting on the redundancy pressure control surface causes an inverse control of the spring brake pressure.