The invention relates to an electromagnetic valve device having an armature (18) which is moveable in an axial direction in a valve housing (10) in response to energizing of a stationary coil (12), and which is designed to interact with a first valve seat (22) associated with a fluid inlet connection (26) of the valve housing, a first fluid flow path (36) being formed in the valve housing such that fluid flowing through the opened first valve seat can flow in order to actuate a plunger (32) moveable relative to the armature (18) and to which a preloading force is applied, the actuation causing a second valve seat (43) interacting with the plunger (32) to be opened to produce a fluid connection to a fluid working connection (42) of the valve housing, and the valve housing having a fastening structure (44, 46) in the form of at least one hole extending at an angle to the axial direction, the fluid inlet connection (26) and the working connection (42) being formed on the same axial side of the valve housing in relation to the structure means.

The disclosure relates to method for activating a fluid solenoid valve in a fluid system of a vehicle, in which, in order to set a switching mode, an activation voltage applied to a coil arrangement of the fluid solenoid valve. It is provided here that the activation voltage is set depending on an operating criterion to at least two different operating modes, wherein, in a first operating mode, a current regulation of the coil current flowing through the coil arrangement is performed, and in a second operating mode differing from the first operating mode.

A valve module is provided for enabling a vehicle to control an autonomous event of the vehicle. The valve module comprises a relay valve, a first solenoid valve, and a second solenoid valve. A first control pressure can be delivered through the first solenoid valve and applied to a control port of the relay valve. In one embodiment, a second control pressure can be delivered through the second solenoid valve and combined with the first control pressure. The combined first and second control pressures are applied to the control port of the relay valve. In another embodiment, a second control pressure can be delivered through the second solenoid valve only when no first control pressure is delivered through the first solenoid valve.

A valve unit (1.1, 1.2, 1.3) for modulating pressure in a compressed air braking system has an inlet valve (6) configured as a diaphragm valve, an outlet valve (7) configured as a diaphragm valve, and respective precontrol valves (8, 9), which are each configured as a 3/2-way solenoid valve and are arranged in an elongate valve housing (2), which is divided by a division plane (10) that is largely horizontal in the installation position into a base housing (11) and a housing cover (12). The precontrol valves (8, 9) are arranged in the housing cover (12) in the longitudinal direction (13), and the housing cover (12) has a centrally arranged magnet module (20) and two air guide modules (23, 24) adjacent to the magnet module (20) in the longitudinal direction (13) and connected via a single connecting element (45) both to each other and to the base housing (11).

A valve unit (1, 1′) for modulating the pressure in a pneumatic brake system, has a brake pressure inlet (3), a brake pressure outlet (4) and a venting outlet (5), a pneumatically controllable main valve (6, 7) and a pilot valve (8, 9), embodied as a solenoid valve and assigned to the main valve (6, 7), which are arranged in a valve housing (2, 2′) subdivided by a plane of division (10), into a main housing (11, 11′) and a housing cover (12). Forfixing the housing cover (12) on the main housing (11, 11′) a bracket element (62.1) is fixed to the main housing (11, 11′) and bears with a largely planar pressure plate (63) generating an elastic prestressing force on a planar outside wall (64) of the housing cover (12) oriented parallel to the plane of division (10) of the valve housing (2, 2′).

The invention concerns a valve unit (1) for modulating pressure in a compressed air braking system, with a brake pressure input (3), a brake pressure output (4), and a purge output (5), an inlet valve (6) configured as a diaphragm valve, an outlet valve (7) configured as a diaphragm valve, and with, for each diaphragm valve (6, 7), respective precontrol valves (8, 9), which are each configured as a 3/2-way solenoid valve and are arranged in an elongate valve housing (2), which is divided by a division plane (10) that is largely horizontal in the installation position into a base housing (11) and a housing cover (12).

For effective sound damping of the compressed air emerging into the environment when the outlet valve (7) is open, the valve unit (1) at the purge output (5) is provided with a silencer (75) which comprises a largely cylindrical silencer housing (76) with an inlet opening (77), a calming chamber (78) arranged radially on the inside, a large outlet opening (79) and a silencer insert (80.1) arranged upstream of the outlet opening (79) inside the silencer housing (76) and made of an air-permeable and sound-deadening material, and which (75) is attached to the base housing (11) with base walls (83, 84) oriented parallel to the division plane (10) between the brake pressure input (3) and the brake pressure output (4).

A valve assembly for providing pressure control at an output port, including: an input port and the output port; a pressure sink; a first valve with a first control connection; a second valve with a second control connection, in which the first valve and the second valve are arranged in series between the input port and the pressure sink and between which the output port branches off; a first control valve to connect the first control connection to the input port or vents the first control connection in a controllable manner; and a second control valve to connect the first control connection to the output port or vents the first control connection in a controllable manner. Also described are a related anti-lock braking system, a commercial vehicle, and a method.

A parking brake assembly for an electronically controllable pneumatic braking system for a vehicle includes a parking brake unit having a supply connection to receive a supply pressure, a brake request connection to receive a parking brake request, and a parking brake pressure connection to provide a parking brake pressure. The parking brake assembly further includes a first ABS valve unit for a first channel and a second ABS valve unit for a second channel. The first ABS valve unit is configured to provide a pressure for a first spring-loaded brake cylinder at the first channel and to admit air to the first channel, in stages. The second ABS valve unit is configured to provide a second brake pressure for at least one second spring-loaded brake cylinder at the second channel and to admit air to the second channel, in stages.

An electro-pneumatic central pressure control module, having at least two channels, implemented as a structural unit for an electro-pneumatic service brake of a vehicle, having at least two pressure control channels which are electrically controllable with regard to a brake pressure. A central electronic brake control device has a board, carrying electrical and electronic components, in which routines at least for controlling the brake pressure and for controlling the driving dynamics are implemented in the electrical and electronic components. At least one inertial sensor is arranged on or at the at least one board and is electrically conductively connected to at least several of the electrical and electronic components on the board so that the output signals of the at least one inertial sensor are integrated into the at least several electrical and electronic components for carrying out the control of the driving dynamics.

An electropneumatic trailer control module (1) for an electronically controllable pneumatic brake system (520) for a vehicle combination (500) with a tractor vehicle (502) and a trailer vehicle (504), has an electronic control unit (ECU), a pneumatic reservoir input (11), a trailer control valve unit (65) with electropneumatic valves (RV, IV, OV), a trailer brake pressure port (22), and a trailer supply pressure port (21). The electronic control unit (ECU) has a parking brake signal input (200) for receiving an electronic brake representation signal (SB1, SB2, SB3) for an immobilizing brake (6, 532a, 532b) of the tractor vehicle (502) and is configured to, on the basis of the brake representation signal (SB1, SB2, SB3), switch at least one of the one or more electropneumatic valves (RV, IV, OV) of the trailer control valve unit (65) in order to output a brake pressure.