A controller for a parking brake system for a commercial vehicle is disclosed. The controller receives a signal indicative of a request to park a tractor, a signal indicative of a request to supply air to a trailer and a signal indicative of a vehicle operating condition. The controller transmits a control signal to a tractor parking brake device and a trailer air supply device in order to park the tractor and maintain the air supply to the trailer to suspend the parking of the trailer in response to the signals.

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.

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.

A computer controlled locomotive brake (CCB) configured for setting and releasing the automatic parking brakes of the railcars of a train. The CCB may initially recharge the brake pipe to a pressure slightly less than the parking brake unlatch pressure. The CCB may then continue charging to this level until the brake pipe flow, measured at the CCB on the controlling locomotive and the brake pipe pressure on the last car, as measured by an end of train device, indicate that the pressure in the braking system reservoirs are substantively equal to the brake pipe pressure. Once the reservoirs are substantively charged, the CCB may complete the brake release and recharge by recharging the brake pipe pressure to its final charge so that all parking brakes are released and the train has sufficient braking system recharge to safely control movement of the train.

An outdoor grounds maintenance vehicle is self-propelled by a hydrostatic traction drive system that provides dynamic braking to the vehicle without the need for separate service brakes acting on the wheels of the vehicle. An engine kill device can be manually actuated by the operator to access the dynamic braking of the traction drive system by reducing the speed of the prime mover that powers the pump of the traction drive system. This provides an auxiliary braking system that can be used in an emergency or on demand by the operator in the event the accelerator pedal does not properly control the pump swashplates. The operator can control the rate at which the auxiliary brake system reduces the speed of the prime mover to zero.

An electropneumatic trailer control module (100; 300; 500) with a housing structure (100a; 300a; 500a) includes a manual brake pressure port (154) receiving a driver's brake demand pressure component, a spring-supported electropneumatic input valve (104) with at least two ports and being capable of switching between two positions (open or closed), an electropneumatic brake pressure port (144; 146) for receiving an electropneumatic brake pressure component from at least one independent pressure source (138; 140), and a relay valve (112) including a control port (110), a supply port (114), an outlet port (116), and a relief port (118). The spring-supported electropneumatic input valve (104) is retained in an open position when there is no electronic activation of the spring-supported electropneumatic input valve (104). A tractor protection module (124; 324; 524) is provided within the housing structure (100a; 300a; 500a) of the electropneumatic trailer control module (100; 300; 500).

A sequencing valve for an automatic parking brake. The sequencing valve has a housing with a first port for communication with a source of a brake pipe pressure, a second port for communication with an exhaust, and a third port for communication with a brake pipe pressure input of an automatic parking brake. A valve body in the housing is moveable to either isolate the brake pipe pressure from the input to the parking brake, or couple brake pipe pressure to the input so that the parking brake may be released. A pilot is interconnected to the valve body for moving the valve body from the first position to the second position and can be driven by a charging and partial release of brake pipe pressure, charging of brake cylinder pressure, or a pneumatic signal provided by an electrical or a pneumatic control valve.

A sequencing valve for an automatic parking brake. The sequencing valve has a housing with a first port for communication with a source of a brake pipe pressure, a second port for communication with an exhaust, and a third port for communication with a brake pipe pressure input of an automatic parking brake. A valve body in the housing is moveable to either isolate the brake pipe pressure from the input to the parking brake, or couple brake pipe pressure to the input so that the parking brake may be released. A pilot is interconnected to the valve body for moving the valve body from the first position to the second position and can be driven by a charging and partial release of brake pipe pressure, charging of brake cylinder pressure, or a pneumatic signal provided by an electrical or a pneumatic control valve.

A sequencing valve for an automatic parking brake. The sequencing valve has a housing with a first port for communication with a source of a brake pipe pressure, a second port for communication with an exhaust, and a third port for communication with a brake pipe pressure input of an automatic parking brake. A valve body in the housing is moveable to either isolate the brake pipe pressure from the input to the parking brake, or couple brake pipe pressure to the input so that the parking brake may be released. A pilot is interconnected to the valve body for moving the valve body from the first position to the second position and can be driven by a charging and partial release of brake pipe pressure, charging of brake cylinder pressure, or a pneumatic signal provided by an electrical or a pneumatic control valve.

A sequencing valve for an automatic parking brake. The sequencing valve has a housing with a first port for communication with a source of a brake pipe pressure, a second port for communication with an exhaust, and a third port for communication with a brake pipe pressure input of an automatic parking brake. A valve body in the housing is moveable to either isolate the brake pipe pressure from the input to the parking brake, or couple brake pipe pressure to the input so that the parking brake may be released. A pilot is interconnected to the valve body for moving the valve body from the first position to the second position and can be driven by a charging and partial release of brake pipe pressure, charging of brake cylinder pressure, or a pneumatic signal provided by an electrical or a pneumatic control valve.