Abstract: A method for controlling traction of a wheeled vehicle or a vehicle combination having a tractor vehicle and at least one trailer vehicle. A sensor device on a coupling element of a trailer device transmits coupling forces in x, y, and z directions to the coupling element of the tractor vehicle, which are measured and emitted as force signals. From these force signals, an evaluation unit determines the coupling force acting in the respective vehicle direction and transmits them to a control unit. Traction of the tractor vehicle is adapted to suit the properties of the ground surface. Using sequences of the coupling forces, the dynamic fraction if filtered out and from these a characteristic value is determined and transmitted to the control unit. If the characteristic value exceeds a limit value, then at least one measure to improve the traction of the tractor vehicle is carried out.

Abstract: A braking system for a towing vehicle is disclosed. The braking system includes a pressure medium source for supplying pressurized pressure medium, a parking brake module having a control valve and a redundancy valve, a trailer control valve system for a trailer brake of a trailer vehicle towed by the towing vehicle, and an electronic control unit. The electronic control unit is configured to control the trailer control valve system in such a way that pressure medium escapes via the trailer control valve system into a non-pressurized environment, whereby the pressure medium source is emptied, when the control valve or the redundancy valve persist in the open state due to a mechanical defect and otherwise should be in the closed state, and when an ignition of the towing vehicle and a compressor for filling the pressure medium source are switched off.

Abstract: A trailer control valve for controlling a hydraulic dual-line brake system of a trailer vehicle has an inlet for a hydraulic supply line of the towing vehicle, a tank outlet for an unpressurized return-flow line of the towing vehicle, a brake pressure outlet, and a supplemental pressure outlet. The brake pressure outlet can be connected in a stepped manner with an electronically controlled brake control valve to the supply pressure inlet or to the tank outlet. The supplemental pressure outlet can connect using a valve arrangement so that an outlet pressure of the supply pressure is reduced to a supplemental pressure at the supply pressure inlet or at the tank outlet. The valve arrangement has a pressure-limiting valve and a shut-off valve arranged in series. The shut-off valve can be a 3/2-way valve, which when not energized, the supplemental pressure outlet is connected to the tank outlet.

Abstract: A valve arrangement (14.2) of a tractor vehicle (2) for controlling a pneumatic brake system of a trailer vehicle (4) includes a trailer control valve (16) with a reservoir pressure input (p11) for the introduction of reservoir compressed air and a reservoir pressure output (p21) for the controlled discharge of reservoir compressed air. The reservoir pressure output is pneumatically connected to a “reservoir” coupling head (6) of the tractor vehicle. A shut-off and ventilation valve (98) is arranged in a reservoir pressure line (48) upstream of the “reservoir” coupling head. Before connecting an associated coupling head of the trailer vehicle (4) to the “reservoir” coupling head of the tractor vehicle, the feed of reservoir compressed air to the “reservoir” coupling head can be shut off to ventilate the “reservoir” coupling head. After reconnecting the associated coupling head, the “reservoir” coupling head can be charged again.

Abstract: A method is disclosed for controlling a change in the direction of travel of a working vehicle between forward travel and rearward travel or vice versa. The working vehicle has an electronically controllable hydrostatic travel drive, a power-operated brake system with at least one electronically controllable brake circuit, and an electronic brake-control unit for controlling the travel drive and the brake circuit. While the vehicle is traveling in a first direction, a change in the direction of travel is triggered by a switchover of the hydrostatic travel drive by means of an assigned manual operating element. To reduce the mechanical loading, the deceleration of the working vehicle can be assisted by automatically actuating the brakes of the electronically controllable brake circuit, where these brakes are actuated by being triggered by the switchover of the operating element and are released by the time the vehicle comes to a standstill.

Abstract: A valve arrangement (2a, 2b) of a hydraulically braked tractor vehicle for controlling the brake pressure of a pneumatically braked trailer includes an electronically controlled trailer control valve (6) with an inlet valve (14), an outlet valve (16), a pneumatical relay valve (18), a breakaway valve (20) and a brake control pressure sensor (24). The valve arrangement also has a hydraulically controlled backup valve (8) with a hydraulically activated relay valve (46), a redundancy valve (112, 112?) and a hydraulic control pressure sensor (50). Output-side brake control lines (40; 62) are connected via a shuttle valve (10) to a brake coupling head (82). The valves (14, 16, 18, 20) and the pressure sensors (24, 50) of the trailer control valve (6), the valves (46, 112, 112?) of the backup valve (8) and the shuttle valve (10) may be combined in one trailer control module (98) with a single housing (100).

Abstract: A valve arrangement (14.2) of a tractor vehicle (2) for controlling a pneumatic brake system of a trailer vehicle (4) includes a trailer control valve (16) with a reservoir pressure input (p11) for the introduction of reservoir compressed air and a reservoir pressure output (p21) for the controlled discharge of reservoir compressed air. The reservoir pressure output is pneumatically connected to a “reservoir” coupling head (6) of the tractor vehicle. A shut-off and ventilation valve (98) is arranged in a reservoir pressure line (48) upstream of the “reservoir” coupling head. Before connecting an associated coupling head of the trailer vehicle (4) to the “reservoir” coupling head of the tractor vehicle, the feed of reservoir compressed air to the “reservoir” coupling head can be shut off to ventilate the “reservoir” coupling head. After reconnecting the associated coupling head, the “reservoir” coupling head can be charged again.

Abstract: A brake module for a hydraulically braked tractor coupled to a pneumatically braked trailer has a trailer control valve connected via hydraulic control inlet to a hydraulic pressure line leaving a master brake cylinder, and via pneumatic inlet to a compressed air reservoir. Hydraulic control pressure determines pneumatic output pressure level at a trailer control valve pneumatic outlet. The brake module has a break-off prevention module which, if the control line leaks or separates from the trailer control valve relative to the trailer brake system, closes a supply pressure coupling head supply line and causes trailer brake system venting. The break-off prevention module has a pneumatic supply pressure inlet and a pneumatic tear-off control pressure inlet connected to the air reservoir independently of trailer control valve pressure inlets. Supply pressure inlet supply pressure passes through the break-off prevention module and feeds to a trailer control valve pneumatic supply pressure inlet.

Abstract: A valve arrangement (2) of a hydraulically braked tractor vehicle for controlling the brake pressure of a pneumatically braked trailer includes an electronically controlled trailer control valve (6) with an inlet valve (14), an outlet valve (16), a pneumatical relay valve (18), a breakaway valve (20) and a brake control pressure sensor (24). The valve arrangement also has a hydraulically controlled backup valve (8) with a hydraulically activated relay valve (46), a redundancy valve (48) and a hydraulic control pressure sensor (50). Output-side brake control lines (40, 76; 62, 78) are connected via a shuttle valve (10) to a brake coupling head (82). The valves (14, 16, 18, 20) and the pressure sensors (24, 50) of the trailer control valve (6), the valves (46, 48) of the backup valve (8,) and the shuttle valve (10) may be combined in one trailer control module (98) with a single housing (100).

Abstract: A brake module for a hydraulically braked tractor coupled to a pneumatically braked trailer has a trailer control valve connected via hydraulic control inlet to a hydraulic pressure line leaving a master brake cylinder, and via pneumatic inlet to a compressed air reservoir. Hydraulic control pressure determines pneumatic output pressure level at a trailer control valve pneumatic outlet. The brake module has a break-off prevention module which, if the control line leaks or separates from the trailer control valve relative to the trailer brake system, closes a supply pressure coupling head supply line and causes trailer brake system venting. The break-off prevention module has a pneumatic supply pressure inlet and a pneumatic tear-off control pressure inlet connected to the air reservoir independently of trailer control valve pressure inlets.

Abstract: A gear actuator for shifting a gear includes an alley switch actuator, a gear switch actuator and a shift finger, which can be moved by the alley switch actuator and the gear switch actuator for the purpose of transferring a switching movement to the gear. An alley switch sliding element is connected with the alley switch actuator, and a gear switch sliding element is connected with the gear shift actuator. The shift finger is supported movably at the alley switch sliding element and at the gear switch sliding element.

Abstract: The invention relates to a gear actuator for shifting a gear, with an alley switch actuator (12), a gear switch actuator (14) and a shift finger (36), which can be moved by an alley switch actuator (12) and a gear switch actuator (14) for the purpose of transferring a switching movement to the gear. An alley switch sliding element (34), connected with the alley switch actuator (12) and a gear switch sliding element (32), connected with the gear shift actuator (14), are provided according to the invention. The shift finger (36) is supported movably at the alley switch sliding element (34) and at the gear switch sliding element (32).