A flow rate controller and a drive device are provided with a first flow passage connected between an operation switching valve and an air cylinder, and that supplies air to and discharges air from a cylinder chamber of the air cylinder; a first flow rate adjustment part provided in the first flow passage; a second flow passage adjacent to the first flow passage; a pilot check valve provided at a point along the second flow passage; a second flow rate adjustment part connected in series to the pilot check valve at a point along the second flow passage; a pilot air flow passage, one end of which communicates with the operation switching valve and the other end of which is connected to a pilot port of the pilot check valve; and a third flow rate adjustment part provided in the pilot air flow passage.

A flow rate controller and a drive device are provided with a first flow passage connected between an operation switching valve and an air cylinder, and that supplies air to and discharges air from a cylinder chamber of the air cylinder; a first flow rate adjustment part provided in the first flow passage; a second flow passage adjacent to the first flow passage; a pilot check valve provided at a point along the second flow passage; a second flow rate adjustment part connected in series to the pilot check valve at a point along the second flow passage; a pilot air flow passage, one end of which communicates with the operation switching valve and the other end of which is connected to a pilot port of the pilot check valve; and a third flow rate adjustment part provided in the pilot air flow passage.

An aircraft gas transport system including a high pressure gas supply line having a supply valve, and an equilibrium gas line joined at junctions with the high pressure gas supply line upstream and downstream from the supply valve, and in flow communication with the high pressure gas supply line, the equilibrium gas line having an equilibrium valve and a flow restrictor, the equilibrium valve having an exit orifice and the flow restrictor being offset from the exit orifice of the equilibrium valve.

An aircraft gas transport system including a high pressure gas supply line having a supply valve, and an equilibrium gas line joined at junctions with the high pressure gas supply line upstream and downstream from the supply valve, and in flow communication with the high pressure gas supply line, the equilibrium gas line having an equilibrium valve and a flow restrictor, the equilibrium valve having an exit orifice and the flow restrictor being offset from the exit orifice of the equilibrium valve.

For the purpose of providing a valve arrangement for controlling pneumatic drives with protection against a sudden automatic change in the initial switching position without an input signal in the event of a fault in a resetting device of a pilot stage and, for this situation, effective fault identification by purely pneumatic means, said valve arrangement comprises a first and a second working connection (1; 2), which can be connected to a drive, and a first and a second electropneumatically pilot-controlled directional valve, in which valve arrangement one or both directional valves is or are arranged upstream of the working connections (1; 2) for the purpose of influencing and venting said working connections, wherein the pilot stages of both directional valves are of automatically resetting design and the second directional valve is designed for alternately assuming an inoperative position and a switching position and the pilot stage of the first directional valve has an external control connection (8; 8′) which can be influenced by means of the second directional valve in its switching position and can be vented by means of said second directional valve in its inoperative position, wherein the second directional valve has, as a resetting device for the main stage (14), an air spring (19) which can be influenced and can be vented externally by means of the first directional valve, and a change in state between influencing or venting of the air spring (19) after the first directional valve assumes a switching position takes place only depending on the change in the switching state of the first directional valve, and a change in state between influencing or venting at one working connection (1; 2) after previous influencing or venting which took place with the second directional valve assuming the switching position takes place only depending on the second directional valve assuming the inoperative position.

For the purpose of providing a valve arrangement for controlling pneumatic drives with protection against a sudden automatic change in the initial switching position without an input signal in the event of a fault in a resetting device of a pilot stage and, for this situation, effective fault identification by purely pneumatic means, said valve arrangement comprises a first and a second working connection (1; 2), which can be connected to a drive, and a first and a second electropneumatically pilot-controlled directional valve, in which valve arrangement one or both directional valves is or are arranged upstream of the working connections (1; 2) for the purpose of influencing and venting said working connections, wherein the pilot stages of both directional valves are of automatically resetting design and the second directional valve is designed for alternately assuming an inoperative position and a switching position and the pilot stage of the first directional valve has an external control connection (8; 8′) which can be influenced by means of the second directional valve in its switching position and can be vented by means of said second directional valve in its inoperative position, wherein the second directional valve has, as a resetting device for the main stage (14), an air spring (19) which can be influenced and can be vented externally by means of the first directional valve, and a change in state between influencing or venting of the air spring (19) after the first directional valve assumes a switching position takes place only depending on the change in the switching state of the first directional valve, and a change in state between influencing or venting at one working connection (1; 2) after previous influencing or venting which took place with the second directional valve assuming the switching position takes place only depending on the second directional valve assuming the inoperative position.

A relay valve (1′) for a compressed-air system of a vehicle has a working pressure inlet, a working pressure outlet, a venting outlet and a controllable relay piston (19). The relay piston (19) is axially movably guided and, at one axial end, has an annular, radially inner valve seat (20). A sealing piston (9) is axially movably guided coaxially with respect to the relay piston (19). The sealing piston (9) is pushed by a compression spring (8) toward the relay piston (19) and an annular, radially outer valve seat (25), which is a part of a seat ring (24) fastened in an annular collar (23) of the housing bottom part (2). The seat ring (24) is a deep-drawn component shaped as a cylindrical pot of a metallic material. The radially outer valve seat (25) is an axially protruding annular web with a gable-shaped axial cross section.

A relay valve (1′) for a compressed-air system of a vehicle has a working pressure inlet, a working pressure outlet, a venting outlet and a controllable relay piston (19). The relay piston (19) is axially movably guided and, at one axial end, has an annular, radially inner valve seat (20). A sealing piston (9) is axially movably guided coaxially with respect to the relay piston (19). The sealing piston (9) is pushed by a compression spring (8) toward the relay piston (19) and an annular, radially outer valve seat (25), which is a part of a seat ring (24) fastened in an annular collar (23) of the housing bottom part (2). The seat ring (24) is a deep-drawn component shaped as a cylindrical pot of a metallic material. The radially outer valve seat (25) is an axially protruding annular web with a gable-shaped axial cross section.

A relay valve (1) for a compressed-air system of a vehicle has a working pressure inlet, a working pressure outlet, a venting outlet and a controllable relay piston (19). The relay piston (19) is axially movably guided and, at one axial end, has an annular, radially inner valve seat (20). A sealing piston (9) is axially movably guided coaxially with respect to the relay piston (19). The sealing piston (9) is pushed by a compression spring (8) toward the relay piston (19) and an annular, radially outer valve seat (25), which is a part of a seat ring (24) fastened in an annular collar (23) of the housing bottom part (2). The seat ring (24) is a deep-drawn component shaped as a cylindrical pot of a metallic material. The radially outer valve seat (25) is an axially protruding annular web with a gable-shaped axial cross section.

A relay valve (1) for a compressed-air system of a vehicle has a working pressure inlet, a working pressure outlet, a venting outlet and a controllable relay piston (19). The relay piston (19) is axially movably guided and, at one axial end, has an annular, radially inner valve seat (20). A sealing piston (9) is axially movably guided coaxially with respect to the relay piston (19). The sealing piston (9) is pushed by a compression spring (8) toward the relay piston (19) and an annular, radially outer valve seat (25), which is a part of a seat ring (24) fastened in an annular collar (23) of the housing bottom part (2). The seat ring (24) is a deep-drawn component shaped as a cylindrical pot of a metallic material. The radially outer valve seat (25) is an axially protruding annular web with a gable-shaped axial cross section.