Abstract: An e-vapor device may include a reservoir, a heater, and a bimetallic actuator. The reservoir is configured to hold a pre-vapor formulation. The reservoir defines an outlet configured to release the pre-vapor formulation therefrom. The heater is configured to heat the pre-vapor formulation released from the reservoir to generate a vapor. The bimetallic actuator may be configured to seal the outlet of the reservoir when vaping is not occurring and configured to unseal the outlet when vaping is occurring.

Abstract: A brake system may include an actuating device, in particular a brake pedal; a first piston-cylinder unit having two pistons subjecting the brake circuits to a pressure medium via a valve device, wherein one of the pistons can be actuated by the actuation device; a second piston-cylinder unit having an electric motor drive, a transmission at least one piston to supply at least one of the brake circuits with a pressure medium via a valve device; and a motor pump unit with a valve device to supply the brake circuits with a pressure medium. The brake system may also include a hydraulic travel simulator with a pressure or working chamber which is connected to the first piston-cylinder unit.

Abstract: A controller and a control method capable of improving stability of a vehicle while improving usability of a brake system by a user. The controller includes: an operation state determination section determining an operation state of the brake system by the user; a slippage degree acquisition section acquiring a degree of slippage of a wheel; a target setting section setting a target of the degree of the slippage; and a braking force control execution section increasing or decreasing a braking force generated on the wheel on the basis of a comparison result between the degree of the slippage and the target in the case where the operation state determination section determines that the operation state is an operation state to instruct gradual deceleration.

Abstract: A method (purge procedure) for purging a decoupled brake system including: a brake fluid reservoir, a master cylinder, a brake circuit connected to the wheel brakes, a pump equipped with a plunger. A segment of the brake circuit to be purged is isolated by closing the solenoid valves at the extremities of the segment, a vacuum is created with the plunger, and an extremity of this segment is placed in communication with the exterior to evacuate the trapped air bubble.

Abstract: Provided is an electronic control unit, which includes a printed wiring board on which a semiconductor element is mounted, including a power supply pattern and a ground pattern which are formed on the printed wiring board and connected to the semiconductor element, at least one capacitance adjustment pattern which is formed on the printed wiring board, and a connection portion which is provided for each capacitance adjustment pattern and able to switch electrical connection between either the power supply pattern or the ground pattern and the capacitance adjustment pattern.

Abstract: A plurality of electrical connection structures are provided. Each of the electrical connection structures includes a plurality of electrical wires each having a wiring portion and an electrical connection portion directly or indirectly electrically connected to an electromagnetic valve (a control unit) at an end of the wiring portion, and wiring plates on which wiring portions are arranged. Between the electrical connection structures disposed next to each other, another end of the wiring portion of the electrical connection structure establishes an electrical connection relation with the another end of the wiring portion of the electrical connection structure. Between the electrical connection structures disposed next to each other, a movable portion capable of changing a relative positional relation therebetween is provided.

Abstract: A drive system, in particular for a self-propelled construction machine, in particular a soil compactor, comprises a drive unit, at least one hydraulic circuit with a hydraulic pump driven by the drive unit, a hydraulic drive support unit with a hydraulic pump/motor assembly, and at least one pressure fluid reservoir, wherein the hydraulic pump/motor assembly is, or can be, drivingly coupled with the drive unit and/or at least one hydraulic circuit, wherein the hydraulic pump/motor assembly can be operated in a charging operating mode by the drive unit and/or at least one hydraulic circuit as a pump to charge at least one pressure fluid reservoir, and be driven in a drive support operating mode as a motor to provide a drive support torque for the hydraulic pump of at least one hydraulic circuit, characterized in that the hydraulic pump/motor assembly is operated in a recirculation operating mode as a pump to convey fluid out of a fluid reservoir and into a fluid reservoir.

Abstract: A braking system for a vehicle includes: a brake input element for an actuation to input a brake pressure signal by a driver; a brake master cylinder coupled to the brake input element and supplied with hydraulic fluid from a hydraulic fluid reservoir fluidically connected to the brake master cylinder; and a first brake circuit. The first brake circuit has: a switchover valve with controllable through flow rate for the hydraulic fluid; a pressure regulating valve with controllable through flow rate for the hydraulic fluid; a hydraulic pump for optionally building up an elevated hydraulic fluid pressure in the first brake circuit; at least one first wheel brake cylinder exerting a braking torque on a first vehicle wheel coupled to the wheel brake cylinder; and a first fluid line from the hydraulic fluid reservoir being fluidically connected to the pressure regulating valve and to the hydraulic pump.

Abstract: A valve device for a pneumatically-operated vehicle brake system can adjust the pneumatic brake pressure that can be fed to a brake in a controlled manner. A first variant of the valve device is configured as a modulator for use in an electronically regulated embodiment of the brake system; and a second variant is configured for use in a pneumatically controlled embodiment of the brake system. However, both variants have pneumatic interfaces and mechanical fastening points that are configured substantially identically with respect to one another to facilitate conversion of the brake system from one such embodiment to another.

Abstract: A method of vehicle stability control including the steps of: a) applying a test braking pulse to a wheel on a first side of the vehicle and to a wheel on a second, opposite, side of the vehicle, b) measuring the rotational speed of both wheels during the test braking pulse, c) calculating a change in wheel speed during the test braking pulse for each wheel, d) calculating the difference between the change in speed of the wheels, e) carrying out a stability control intervention if the difference exceeds a predetermined threshold, f)ceasing the test braking pulse if the difference over the first period of times is less than a predetermined level, and g) continuing the test braking pulse for a second period of time if the difference over the first period of time is greater than the predetermined level.

Abstract: A brake control device includes: a valve block furnished with valves which regulate or switch air pressure; a controller which electrically controls a plurality of solenoid valves via solenoid valve control signal wires; and an electropneumatic plate which includes solenoid valve connection air channels for the plurality of solenoid valves, and onto which is installed the plurality of solenoid valves so as to communicate with the solenoid valve connection air channels. The plate is secured to the valve block, and at least one of the solenoid valve connection air channels communicates with a support member air channel formed in the valve block.

Abstract: A vehicle brake control system includes a regenerative braking control component, a frictional braking control component, a calculating component and a controlling component. The regenerative braking control component controls a regenerative braking device to provide a regenerative braking torque. The frictional braking control component controls a frictional braking device to provide a frictional braking torque. The calculating component calculates a regenerative braking torque filter processing value based on a fluctuation frequency of the regenerative braking torque. The controlling component, during a first condition, operates a motorized power assist control device based on the regenerative braking torque filter processing value, instead of the regenerative braking torque, to moderate the frictional braking torque, such that the regenerative braking torque and the moderated frictional braking torque provide a target braking torque based on a braking operation.

Abstract: A brake control system has a manual fluid pressure source and a power fluid pressure source. A fluid pressure actuator forms an X-pipe having a first channel and a second channel. The power fluid pressure source supplies the operating fluid to each wheel by using the first channel and the second channel. A channel system including the first channel and a channel system including the second channel can be isolated from each other by an isolation valve. The fluid pressure actuator includes a regulation unit configured to regulate a state of supplying the operating fluid such that a difference between a state occurring when the operating fluid is supplied to one of the first channel and the second channel after passing through the isolation valve, and a state occurring when the operating fluid is supplied to the other channel without passing through the isolation valve, is reduced.

Abstract: A vehicle brake system includes a pump, a sump, brake units and left and right manually operated brake valves. The brake system also includes, for each brake unit, a solenoid operated on-off valve having a first port connected to a pilot of one of the brake valves, a second port, a third port connected to one of the brake units, a solenoid and a spring which opposes the solenoid. The brake system also includes, for each brake unit, a solenoid operated proportional valve. Each proportional valve controls communication between the pump, the sump and the second port of a corresponding one of the on-off valves.

Abstract: A vehicle brake system and method for operating same, having a master brake cylinder, a brake medium reservoir, and a first brake circuit, connected via a reservoir line to the brake reservoir, having at least one first wheel brake cylinder, a first wheel inlet valve associated with the first brake cylinder, a first pump, by which a first brake medium volume is pumpable from the reservoir line through the open first wheel inlet valve into the first brake cylinder, a continuously adjustable first wheel outlet valve, by which a first brake medium displacement from the first cylinder into the brake reservoir is controllable, and a connecting line having a spring-loaded non-return valve, via which a delivery side of the first pump is connected to the brake reservoir, a brake medium displacement from the brake reservoir to the delivery side of the first pump being prevented by the spring-loaded non-return valve.

Abstract: A system for use in a vehicle with a brake pedal and a brake circuit. The system includes a master cylinder assembly configured to pressurize fluid therein in response to movement of the brake pedal, a sensor assembly configured to generate a pedal position signal indicative of position of the brake pedal, an electronic control unit configured to (i) generate a brake request signal in response to generation of the pedal position signal, and (ii) generate a selector control signal, and a selector valve assembly being moved from a first mode to a second mode in response to generation of the selector control signal, the master cylinder assembly is (i) isolated from fluid communication with the brake circuit when the selector valve assembly is positioned in the first mode, and (ii) in fluid communication with the brake circuit when the selector valve assembly is positioned in the second mode.

Abstract: A solenoid valve includes: a valve body; a plunger inserted into the valve body so as to reciprocate inside the valve body; a pump housing connected to the valve body and having an inlet and outlet formed therein; and a seat member mounted on the pump housing and changing the moving direction of fluid introduced through the inlet toward the plunger.

Abstract: A system including: a liquid-pressure source device that can supply working fluid to a brake device; and an ABS valve device. The system executes a first control in which a supply pressure of the working fluid becomes a target supply pressure and a second control for making the supply pressure fall within the target range. In this system, when the valve device is not being operated, the first control is executed. When the valve device is being operated, the second control is normally operated, and when the supply pressure is higher than a threshold value, the first control is executed. Where completion of the operation of the valve device is estimated, the system performs at least one of reducing the threshold value, reducing an upper limit value of the target range, increasing an electric power supplied to a pressure-reduce linear valve during the first control when the valve device is being operated, and reducing the target supply pressure.

Abstract: A vehicle brake hydraulic pressure control apparatus includes a base body and a solenoid valve. The solenoid valve is attached to an attachment hole which opens on one surface of the base body. A plurality of press-fitting portions that are press-fitted to an inner peripheral surface of the attachment hole are provided on an outer peripheral surface of the solenoid valve at an interval in a hole axis direction. Contact lengths, in the hole axis direction, between the inner peripheral surface of the attachment hole and two of the press-fitting portions are different from each other.

Abstract: A vehicular brake fluid pressure control apparatus includes: normally open and normally closed electromagnetic valves disposed to correspond to plural wheel brakes; and a control unit which controls fluid pressures transmitted to the wheel brakes by controlling drive currents applied to the electromagnetic valves according to plural different fluid pressure control modes. The control unit controls the normally closed electromagnetic valves while switching, according to which of the fluid pressure control modes is effective, between a responsivity priority control in which drive currents applied to the normally closed electromagnetic valves are increased to a target current value instantaneously at a first slope, a silence priority control in which the drive currents are increased at a second slope gentler than the first slope, and an intermediate control in which the drive currents are increased at a third slope gentler than the first slope and steeper than the second slope.

Abstract: In brake control based on commands of a plurality of systems, an adjustment valve adjusts fluid supplied from a fluid source to a predetermined pressure to output the pressure-adjusted fluid. An output valve switches opening and closing based on a switching command. A skid detector detects whether a car is skidding or not and notifies a brake controller. The brake controller determines a pressure of fluid output by a control valve and issues a command to solenoid valves provided in the control valve. The brake controller issues a command to a discharge valve to discharge fluid from the discharge valve when a skid is detected. A relay valve adjusts pressure of fluid from the fluid source based on a higher pressure between a pressure of fluid output by the output valve and a pressure of fluid output by the control valve, to output the pressure-adjusted air to a brake cylinder.

Abstract: A brake booster for use in a hydraulic braking system having a brake pedal, a master cylinder, and a hydraulic control unit includes a housing, a screw drive arrangement positioned at least partially in the housing, a motor coupled to the housing for actuating the screw drive arrangement, and a piston assembly positioned in the housing. The piston assembly and the housing together at least partially define a first fluid chamber having an opening for providing fluid communication with the master cylinder, and a second fluid chamber having an opening for providing fluid communication with the hydraulic control unit. The screw drive arrangement is movable relative to a piston of the piston assembly between an engaged position, in which the first fluid chamber is isolated from the second fluid chamber, and a disengaged position in which the first fluid chamber is not isolated from the second fluid chamber.

Abstract: A vehicle braking force control device which, at a normal time, performs antilock brake control when the slip ratio of a wheel has become equal to or greater than a predetermined threshold. The control device acquires from the engine control unit an accelerator pedal position signal corresponding to an accelerator pedal position, a clutch connection signal corresponding to a state of connection of a clutch, and a power transmission signal corresponding to a state of power transmission of a transmission. When engine braking is large on the basis of the accelerator pedal position signal, the clutch connection signal, and the power transmission signal, the vehicle braking force control device changes the predetermined threshold value to an offset threshold value that makes it harder to perform the antilock brake control than at the normal time.

Abstract: A hydraulic pressure control apparatus has an electromagnetic valve having a valve body forced to one side by an elastic member and a coil driving the valve body to the other side; a hydraulic pressure control section for calculating a command current value to drive the electromagnetic valve and controlling a hydraulic pressure in a hydraulic circuit by opening/closing the electromagnetic valve; a current detection section detecting a value of the current passing through the coil; and a command current value correction section. The command current value correction section detects a change of an inductance of the coil when the valve body moves from the one side to the other side or from the other side to the one side through the current detection section, and corrects the command current value using the detected inductance change.

Abstract: An antilock brake system for a vehicle may include a controller that is linked to a brake pedal sensor. The brake pedal sensor may be linked to a brake pedal. The brake pedal may be coupled to a normally closed brake pedal valve. The brake pedal valve may include an inlet in communication with a source of pressurized hydraulic fluid and an outlet in communication with a normally opened isolation valve. The isolation valve may be in communication with one or more main control valve systems and may be linked to a controller which maintains the isolation valve in a closed position during normal operating conditions. The isolation valve then shifts to an open position in the event current supply by the controller is interrupted as a result of an electrical failure or malfunction of the controller.

Abstract: A pressure control valve arrangement is described for controlling the fluid pressure in an ABS brake system of a vehicle in such a manner that, in the event of a tendency of individual wheels of the vehicle to lock, the brake pressure in associated brake cylinders can be adaptively adjusted, at least two diaphragm valves which have diaphragms loaded by spring elements, as well as at least one electromagnetic control valve which can be activated by an electronic control device for the pilot control of the diaphragm valves. Also described is a method for producing the pressure control valve arrangement.

Abstract: A brake system including: (i) hydraulic brakes provided for respective wheels of a vehicle, and configured to be activated by hydraulic pressures of respective brake cylinders so as to restrain rotations of the respective wheels; (ii) a power hydraulic pressure source including a drive source that is activatable by supply of electric energy, and configured to generate hydraulic pressure by activation of the drive source; and (iii) a common passage to which the power hydraulic pressure source and the brake cylinders of the hydraulic brakes are connected. The brake cylinders include a first brake cylinder connected to the common passage via a first individual passage that is provided with a normally-close electromagnetic valve as a first individual control valve. The brake cylinders include a second brake cylinder connected to the common passage via a second individual passage that is provided with a normally-open electromagnetic valve as a second individual control valve.

Abstract: A brake hydraulic pressure control device includes: a normally open linear solenoid valve configured to adjust a valve closing force depending on an power supply amount; a normally closed solenoid valve; and a controller configured to control switching of a hydraulic pressure within the wheel brake between a pressure increasing state, a pressure holding state, or a pressure reducing state, wherein: when shifting to the pressure increasing state from the pressure reducing state or the pressure holding state is made, the controller controls the power supply amount so that increasing is made at a first gradient up to a turning point target hydraulic pressure, and increasing is made at a second gradient gentler than the first gradient from the turning point target hydraulic pressure up to the end of the increasing; and the controller determines the turning point target hydraulic pressure.

Abstract: Provided are a braking control system for a vehicle which is controlled in a priority order, and a method of the same. A braking control system for a vehicle equipped with an electronic brake at each wheel includes a first control unit controlling the operation of a first electronic brake mounted at a front-left wheel and a second electronic brake mounted at a front-right wheel in response to braking signals, and a second control unit controlling the operation of a third electronic brake mounted at a rear-left wheel and a fourth electronic brake mounted at a rear-right wheel in response to the braking signals. In this configuration, when a fail occurs in any one of the first and second control units, the other control unit selectively controls at least one or more of the first to fourth electronic brakes, in accordance with predetermined logic.

Abstract: The invention concerns a steering and braking system for a motor vehicle which has wheels on opposite sides thereof. Each wheel has a brake unit that can be controlled by an operator actuating a brake device, such as a brake pedal. At least one of the brake units is controlled in response to a turning maneuver of the motor vehicle independent of the actuation of the brake pedal, so that a higher braking force is applied to an inside one of the brake units with respect to the curve than is applied to an outside one of the brake units with respect to the curve.

Abstract: The invention relates to a brake system for a vehicle, with a main brake cylinder, a fluid control unit, and at least one wheel brake. The fluid control unit has, for brake pressure modulation in at least one brake circuit a switchover valve, an intake valve and a recirculating pump for each brake circuit. According to the invention, the fluid control unit has, for each brake circuit, a sliding valve which is connected into a suction line between the recirculating pump and the main brake cylinder. The sliding valve restricts the effective pressure on a suction side of the recirculating pump to a predeterminable maximum pressure value. In this case, the sliding valve can be arranged in series with or parallel to the intake valve.

Abstract: An electronically controllable brake system includes an electronic controller installed within the motor vehicle for actuating electrohydraulic components of the brake system and for operating the electrohydraulic components during the process of filled with hydraulic fluid and for removing air from hydraulic components of the brake system. A filling sequence is performed according to a predetermined filling profile that utilizes on-board sensors that detect brake system pressure and identify a defined pressure in conformity with a desired filling profile.

Abstract: The system includes a high-pressure accumulator connected to the primary chamber of the master cylinder and to the inlet of the ESP module by a solenoid valve. The connection between the primary chamber and the brake fluid reservoir is equipped with a solenoid valve. A control circuit controls the solenoid valve of the reservoir and the solenoid valve of the accumulator, depending on the braking method selected or imposed. The dynamic braking phase is broken down into two tasks, one with energy recovery that involves isolating the master cylinder from the wheel brakes until deceleration to a threshold speed, followed by another step until full stop that involves connecting the primary chamber alone to the high-pressure accumulator and to the ESP module to provide the latter with pressurized brake fluid from the accumulator and supply the wheel brakes for mechanical braking.

Abstract: A brake controller reduces a hydraulic pressure applied to a wheel cylinder by opening or closing a pressure-reducing linear control valve, a regulator cut valve, and a master cut valve arranged in a hydraulic circuit. A brake ECU detects a state of a vehicle, estimates a degree of influence of noise due to reduction in wheel cylinder pressure on the vehicle on the basis of the detected state of the vehicle, and then selects any of the electromagnetic valves, that is, the pressure-reducing linear control valve, the regulator cut valve and the master cut valve, to reduce the wheel cylinder pressure on the basis of the estimated result.

Abstract: The work vehicle includes a braking device, a lubricant feeding section, and a controlling section. The controlling section configured to execute a first control in which an amount of the lubricant fed to the braking device is controlled based on a temperature of a rotating member of the braking device. The controlling section sets the amount of the lubricant to a predetermined first feed amount when the braking device is in a braking state, calculates the temperature of the rotating member, and makes a decision in the first control, based on the calculated temperature of the rotating member, to change the amount of the lubricant from the first feed amount to a second feed amount, which is smaller than the first feed amount, when the braking device is switched from the braking state to a non-braking state.

Abstract: A method for preventing a valve orifice from switching to the small size when a high build gradient is required includes briefly bleeding off a small amount of fluid at the upstream side of the valve. This momentarily reduces the pressure difference when beginning the pressure build. After the valve is opened with the large orifice, the fluid flow through the valve prevents a high pressure difference. The resulting build with the large orifice has the maximum pressure gradient.

Abstract: The invention relates to a technology for effecting electronic brake force distribution in a vehicle brake system, which is equipped with a hydraulic brake boosting, comprising detecting a state requiring an electronic brake boosting and a limiting of the brake pressure generation of the hydraulic brake boosting according to the electronic brake boosting.

Abstract: A brake unit for a hydraulic, single-circuit or multi-circuit braking system of a land vehicle, with fluid on-off valves to be operated electrically, an electronic closed-loop/open-loop control circuit to provide control signals for the fluid on-off valves by which the hydraulic pressure in the brake circuits is modulated, a unit body, which consists of at least two ceramic boards connected to each other, and which has the fluid on-off valves, hydraulic connecting lines between the fluid on-off valves being incorporated in the boards, and at least one of the boards being used as the carrier board for electrical/electronic components and electrical connecting lines of the electronic open-loop/closed-loop control circuit.

Abstract: A device for processing compressed air for a commercial vehicle is provided. The device includes an inlet connection for connecting a compressor, an air dryer unit, a first solenoid valve for pneumatically shutting off the compressor and blocking a pipe that is connected to the compressor, and a second solenoid valve for controlling a backflow of air to regenerate the air filter unit. Loss of compressed air during regeneration in the pressure in a pipe located between the compressor and a stop valve upstream of the air filter unit is minimized by exciting the first solenoid valve. Different methods for operating the compressed air processing device are also provided.

Abstract: An automotive hydraulic brake system is provided which exhibits an excellent pressure reduction performance to a low ? road while restraining an intake resistance of a fluid pump. For providing the hydraulic brake system, a gate-in valve is connected to an intake passage that connects a master cylinder to an intake side of the fluid pump. The gate-in valve selectively opens and closes the intake passage in accordance with a mutual relation between a master cylinder pressure and a pressure produced at an intake side of the fluid pump.

Abstract: Disclosed herein is an electro-hydraulic brake system. The electro-hydraulic brake system includes a master cylinder to transmit brake oil, a high-pressure accumulator to transmit brake oil independently of the master cylinder, first and second circuits connected respectively to the master cylinder, at least one first wheel to be braked by the first circuit, and at least one second wheel to be braked by the second circuit. The first circuit is connected to the high-pressure accumulator, to control the first wheel. The second circuit is connected to the first circuit, to control the second wheel.

Abstract: Upgrading existing aircraft braking systems to accommodate replacement of existing brake units employing sintered friction materials with brake units employing carbon-carbon composite friction materials is often desirable. However, when upgrading the braking systems it is necessary to ensure that the integrity of the existing airframe is not compromised by the use of the new brake assemblies employing the carbon-carbon composite friction materials. Consequently, the present invention replaces existing pressure control valves of existing braking systems with an electronic control unit (126) coupled to a pressure control servovalve (128), thereby ensuring proper application of hydraulic pressure to brake assemblies (122). An advantage of this invention is that the pressure profile of the hydraulic fluid is controllable and hence the integrity of the airframe is maintained.

Abstract: A braking control device which adjusts fluid pressure according to the degree of opening of a proportional electromagnetic valve driven at a set drive frequency, and controls a braking force on the basis of the adjusted fluid pressure, comprises a required pressure adjustment precision index setting mechanism for setting a required pressure adjustment precision index on the basis of the precision of pressure adjustment required when the fluid pressure is adjusted according to a required braking force, required operating noise reduction index setting mechanism for setting a required operating noise reduction index on the basis of a requirement to reduce operating noise caused by the drive frequency for driving the proportional electromagnetic valve, and drive frequency setting mechanism for setting the drive frequency of the proportional electromagnetic valve on the basis of the set required pressure adjustment precision index and required operating noise reduction index.

Abstract: A traction-slip controlled vehicle brake system having a) a service-brake valve, which generates an actuation-dependent pressure at an outlet port; b) a valve device, in a first operating position, establishes a connection from a pressure medium reserve and, in a second operating position, from a 2/2 solenoid valve to a brake actuator; c) the solenoid valve being connected to the outlet port of the service-brake valve and to a first connection of the valve device. The solenoid valve and valve device are controllable by a control device to d) allow the solenoid valve to switch open and the valve device to switch to the first operating position for traction-slip control; e) and a brake pressure generated at a predetermined level based on the pressure medium from the pressure medium supply in the brake actuator; the solenoid valve being switched closed and the valve device to the first operating position.

Abstract: A brake fluid pressure control device for vehicles is provided capable of adjusting with a simple control a brake fluid pressure applied to a wheel brake. The control device includes for each system of an X-pipe arrangement: a cut valve as a linear solenoid valve provided to a first fluid pressure path; a pump capable of pressurizing brake fluid on a side toward the wheel brakes than the cut valve on the first fluid pressure path; and a control valve provided on the second fluid pressure path. The control device further includes: a target fluid pressure setting portion for setting a target fluid pressure for each of the wheel brake; and a valve actuating portion for drive-controlling the cut valve and the control valve, based on the target fluid pressure.

Abstract: A solenoid-valve unit for an electropneumatic controller, especially a pilot-control unit of an electropneumatic pressure modulator of a vehicle, includes a solenoid-valve unit having a valve-housing bottom with compressed-air bores, and solenoid valves having solenoids and displaceable magnet armatures. The solenoids are disposed outside of the valve-housing bottom. At least one pressure sensor for measuring pneumatic pressure in a compressed-air bore of the valve-housing bottom is placed in or on the valve-housing bottom. Electric leads to the solenoids and to the pressure sensor are routed to a common electrical interface.

Abstract: The invention relates to a method for operating a braking system for motor vehicles with electrically actuated hydraulic valves, the coils of which are powered up, at least in phases, with currents which modify the currentless state of the hydraulic valves, in order to heat the hydraulic fluid present in the system. The hydraulic fluid is heated via a heating profile which, in accordance with the hydraulic fluid temperature, activates the heating phase of the hydraulic fluid. The heating profile consists of a first heating phase and, subsequent thereto, a second heating phase. During the first heating phase, the coils are powered up in such a way that the coil temperature at the end of the first heating phase corresponds to a pre-defined temperature value of the coil which is at least approximately maintained during the second heating phase when powering up the coils.

Abstract: An electronic compressed air system for vehicles includes a compressed air supply part having a compressor, a compressed air consumer part having load circuits forming an air-suspension circuit, and service-brake circuits having reservoirs. The load circuits are supplied with compressed air via solenoid valves. The pressure in the load circuits is monitored by pressure sensors whose signals are evaluated by an ECU that controls the solenoid valves. The solenoid valve of the air-suspension circuit does not include reservoirs and is closed in the de-energized normal state. The solenoid valves of other load circuits, especially of the service-brake circuits are open in the de-energized normal state. With a pressure demand of the air-suspension circuit, the associated solenoid valve is switched by the ECU to open position to establish communication with the compressed air supply part and/or with the service-brake circuits or with the reservoirs thereof, to refill the air-suspension circuit.

Abstract: A pressure control valve arrangement is described for controlling the fluid pressure in an ABS brake system of a vehicle in such a way that, while there is a tendency of individual wheels of the vehicle to lock, the brake pressure in at least one associated brake cylinder can be adaptively adjusted, wherein at least one diaphragm valve is accommodated in a housing of the pressure control valve arrangement, said diaphragm valve having a diaphragm as the valve body, which diaphragm can be acted upon by introducing a pressure medium into a control chamber that is covered on the outside of the housing by a respective cover produced by primary shaping, such as injection molding, in such a way that the control chamber is formed between the diaphragm and the cover, and wherein blind holes, which extend in the cover substantially perpendicularly to the plane of the cover, are formed in the cover, the blind hole opening of at least one of said blind holes leading into the control chamber, and the blind hole opening of

Abstract: A method shall render it possible that an especially favorable pilot control can be achieved with an electrically controllable hydraulic valve (10), in particular an analog/digital inlet valve of a friction brake of a motor vehicle brake system. To this end, an actuating current is applied to the hydraulic valve (10), which is determined by linking an available opening current characteristic curve (Iopen(?P)table) of the hydraulic valve (10) to a correction value (igrad), with the correction value (igrad) being predetermined depending on a number of parameters that are characteristic of the hydraulic valve (10).