WO2019234475A1

WO2019234475A1 - Air brake control valve

Info

Publication number: WO2019234475A1
Application number: PCT/IB2018/054101
Authority: WO
Inventors: Satheshkumar RUDHRAMURTHY; Thooyavan JANAKIRAMAN; Kabilan R; Lingeswaramurthy PALANISAMY
Original assignee: Wabco India Limited
Priority date: 2018-06-07
Filing date: 2018-06-07
Publication date: 2019-12-12
Also published as: CN112135760B; CN112135760A

Abstract

The invention relates to a control valve (100) for an air brake system (1000), in particular trailer control valve (101), comprising: a main supply input (11), a trailer control output (22), a first and second service brake control input (41, 42), a hand brake control input (43), a valve supply chamber (110) comprising a control piston (122), at least one supply aperture (112) for passing a supply air flow (FSA) from the main supply input (11) to the valve supply chamber (110). The control valve (100) is characterized in that the valve supply chamber (110) further comprises a throttle module (114), wherein the throttle module (114) is actuatable by a relay piston (140) in a translational movement (MT) along a valve axis (AV), so as to partially or fully throttle the supply air flow (FSA).

Description

Air brake control valve

The invention relates to a control valve for an air brake system, in particular trailer control valve, comprising a main supply input, a trailer control output, a first and second service brake control input, a hand brake control input, a valve supply chamber comprising a control piston, at least one supply aperture for passing a supply air flow from the main supply input to the valve supply chamber, and a chamber aperture, closable by the control piston and connecting the valve supply chamber to a connecting chamber, wherein the control piston is movable by a spring and/or a relay piston between a second open position and a closed position, the connecting chamber is connected to the trailer control output.

Control valves for air brake systems of the introduced type are generally known. Particularly control valves, that allow for maintaining a functionality of the brake system by throttling a supply air flow even during a break away situation, in particular a rupture of the trailer control line, have proven advantageous.

Particularly throttling valves are therefore known in the state of the art, which are added as additional components to a control valve in order to throttle the supply air flow, in particular in case of a break away situation. Such an additional component increases the complexity as well as the dimensions and mass of said control valve arrangement.

Further, EP 478515 A1 describes a valve unit for use in a pneumatic braking system for a tractor, of the type with two pipes, a supply pipe and an operating pipe respectively, to control the braking of a trailer. The valve unit includes two coaxial pistons, opposite ends of which are exposed to the pressures supplied to first and second operating chambers respectively. In the event of a loss of or a reduction in the pressure supplied to the second control chamber during service braking, the pistons are adapted to move a control piston to a position in which it closes a stop valve and opens a seat of a relay valve so as to cause the automatic braking of the trailer. The valve disclosed in EP 478515 A1 features a seat and a relatively movable ring adapted to throttle an air flow between an inlet and a brake- operating outlet.

However, particularly due to the geometry used - and the resulting radial throttling gap - said throttling achieved in EP 478515 A1 is performed steadily, also during operation of the service brake.

It is therefore desirable to provide a control valve that allows for an improved, in particular regulated, throttling of a supply air flow, particularly during a break away situation, while maintaining a relatively simple design of the control valve. It is therefore desirable to address at least one of the above problems.

Control valves for air brake systems should be improved with respect to functionality, particularly during a break away situation, as well as with respect to a low complexity design.

In accordance with the invention, a control valve is proposed according to claim 1. The invention is based on a control valve for an air brake system, in particular trailer control valve, comprising a main supply input, a trailer control output, a first and second service brake control input, a hand brake control input, a valve supply chamber comprising a control piston, at least one supply aperture for passing a supply air flow from the main supply input to the valve supply chamber, and a chamber aperture, closable by the control piston and connecting the valve supply chamber to a connecting chamber, wherein the control piston is movable by a spring and/or a relay piston between a second open position and a closed position, the connecting chamber is connected to the trailer control output.

According to the invention, the pressure limiting valve is characterized in that the valve supply chamber further comprises a throttle module, wherein the throttle module is actua- table by the relay piston in a translational movement along a valve axis, so as to partially or fully throttle the supply air flow. The invention is based on the finding that it is generally advantageous to allow for a means of throttling a supply air flow, particularly in order to throttle the supply airflow during a break away situation. In such breakaway situation, said means of throttling ensures that a trailer control pressure at a trailer control outlet drops relatively quickly from the trailer control operating pressure to a trailer control loss pressure. By such pressure drop, the emergency braking system - which during operation is held in a disengaged condition by maintaining the trailer control operating pressure at the trailer control outlet - can instantly engage.

According to the invention, it was specifically recognized that - although said throttling function leads to the aforementioned advantages - a throttling can be disadvantageous to the normal operation of the brake system, in particular during operation of the service brake. This is particularly the case because the throttling of the supply air flow leads to a slower supply of pressurized air to the trailer control outlet as well as to the trailer supply outlet.

According to the invention, it was further recognized that it is further advantageous to achieve said advantageous throttling functionality by means of an integrated component of the controlled valve - as opposed to an additional physical valve in form of a relatively large component, in particular a throttling valve.

With a throttling module according to the concept of the invention, it is possible to achieve a throttling of the supply airflow - in particular when the control piston is an open condition, more particularly in a second open position.

Further embodiments of the invention can be found in the dependent claims and show particular advantageous possibilities to realize above described concept in light of the object of the invention and regarding further advantages.

It is preferably suggested that the translational movement of the throttle module is actuated through the relay piston and/or the spring. This means that a throttle element can be actuated through a relay piston in a first, forward direction - for example through the expansion of a first or second service brake actuation chamber - and through the spring in a second, backward direction opposing the forward direction. The spring is loaded by the relay piston in its forward direction, and therefore will exert a spring force in the backward direction once the braking pressure, in particular the first and/or second control pressure P41 , P42, is released. In such embodiment, it is advantageously possible to maintain said throttling functionality during a break away situation, even when one control circuit, in particular a first control circuit or a second control circuit, of the brake system has failed, particularly because a relay piston - which actuates the throttle module - is operable with both control circuits of a two-circuit control system. This is particularly advantageous in contrast to conventional throttle valves, which are actuated through a pressure difference in the style of a pilot valve - and not directly by the relay piston.

A preferred embodiment suggests that the throttle module is adapted to increasingly throttle the supply air flow in correlation with the translational movement, wherein the degree of throttling ranges from a maximum air flow throttling in the closed position to a minimum air flow throttling in the second open position. This implies, that the throttle module features such throttling characteristic, that the more the control piston moves into a closed position, the less of a supply air flow will be able to pass the throttle module - i.e. the more the supply air flow is throttled by the throttle module. Such correlation between throttle module position and degree of throttling can be linear, but also non-linear, such as of an exponential or logarithmical kind. A preferred embodiment suggests that the maximum airflow throttling involves no throttling of the supply air flow. This implies that, in a maximum throttling condition of the throttle module, the supply air flow is not blocked - this means that the air flow is not throttled at all by the throttle module, or only to a small, negligible extent.

In accordance with a further embodiment, it is proposed that the minimum air flow throttling involves a maximum throttling or a full shutting of the supply air flow by the throttle module. This implies that, in a minimum throttling condition of the throttle module, the supply air flow is fully blocked - this means that no air flow at all, or only a small, negligible residual air flow, can pass the throttle module.

It is preferably suggested that the throttle module is fixed to the control piston. This means, that the throttle module is fixed to the control piston such that it moves synchronously with the translational movement of the control piston. This way, it can be insured that the throttling behavior of the throttle module is correspondingly adapted to the axial position of the control piston. The throttle module can be fixed to the control piston for example via welding, adhesive or clamping. In an alternative embodiment, it is possible that the throttle mod- ule is movable in an axial direction relative to the control piston, however, the throttle module is pressed onto a piston stop of the control piston by the spring, and thus is moving together with the control piston in the translational movement. In accordance with a further embodiment, it is proposed that the throttle module comprises a spring cover adapted to cover the at least one supply aperture in a partially or fully sealing manner, wherein the degree of covering the at least one supply aperture correlates to the translational movement. This particularly implies that the throttle module is adapted to se- lectively cover the at least one supply aperture. This is achieved by moving the throttle module in a translational movement along the valve axis. For partially or fully sealing the at least one supply aperture, the throttle module, or at least a segment of the throttle module, is in contact with an inner lateral surface of the valve supply chamber.

A preferred embodiment suggests that the control valve is operable at least in a service brake condition and a break away condition, wherein in the service brake condition, a trailer control pressure at the trailer control output is maintained at a trailer control operating pressure, in particular in dependence of a first service brake control pressure at the first service brake control input and/or a second service brake control pressure at the second service brake control input, and in the break away condition, the trailer control pressure is decreased from a trailer control operating pressure to a trailer control loss pressure, and the control piston is pushed into the second open position by the relay piston. In such embodiment, the control piston is pushed into the second open position and thus the throttle module - which is actuated by the control piston - blocks or throttles the supply air flow in a break away condition. Through said blocking or throttling, a passing of the supply air flow into the valve supply chamber is advantageously reduced or inhibited. In particular, it is prevented that the pressure at the trailer supply input falls more rapidly than more compressed air is being delivered from the main supply input. Consequently, it is prevented that the supply air flow would lead to a rising pressure in a trailer supply line of the trailer. Through the decreasing, in particular low pressure in the trailer supply line, an immediate automatic braking of the trailer is achieved.

It is preferably suggested that a supply aperture entry of the at least one supply aperture is arranged in an inner lateral surface of the valve supply chamber. This particularly means that the supply aperture, which directs a supply airflow from the main supply input to the valve supply chamber, enters the valve supply chamber through at least one supply aper- ture entry. The at least one supply aperture entry is an orifice in the inner wall, i.e. the inner lateral surface, of the valve supply chamber. In particular the supply aperture entry does not extend into the space of the valve supply chamber, in order to not obstruct the translational movement of the throttle module - and in order to ensure that the throttle module can gradually cover the supply aperture entry through its translational movement. Such gradual covering can also include a full covering or no covering, depending on the axial position of the throttle module.

The aspects of the disclosure may be best understood from the following detailed description taken in conjunction with the accompanying figures. The figures are schematic and simplified for clarity, and they just show details to improve the understanding of the claims, while other details are left out. Throughout, the same reference numerals are used for identical or corresponding parts. The individual features of each aspect may each be combined with any or all features of the other aspects. These and other aspects, features and/or technical effect will be apparent from and elucidated with reference to the illustrations de- scribed hereinafter which show in:

Fig. 1 A: a preferred embodiment of a control valve according to the concept of the invention in a first service brake condition during the application of the first service brake;

Fig. 1 B: the control valve in a first service brake condition during the release of the first service brake;

Fig. 2A: the control valve in a second service brake condition during the application of the second service brake;

Fig. 2B: the control valve in a hand brake condition during the application of the hand brake; Fig. 3A: the control valve in a break away condition during the application of the second service brake;

Fig. 3B: a detailed view of the valve supply chamber of the control valve in a break away condition;

Fig. 4: a schematic illustration of a tandem with a truck and a trailer. Fig. 1A shows a preferred embodiment of a control valve 100 according to the concept of the invention. The control valve 100 is in the form of a trailer control valve 101 , adapted to control an air brake system 1000, in particular of a trailer 800, which is not displayed here. The control valve 100 comprises a main supply input 1 1 , a trailer supply input 12, a trailer control output 22, a first service brake control input 41 , a second service brake control input 42 and a hand brake control input 43.

In principle, the control valve 100 functions in a way that a supply air flow FSA, which is supplied at the main supply input 1 1 , is selectively directed to the trailer supply input 12 and/or the trailer control output 22 and/or an exhaust output 3, in dependence of the pressure applied to the control inputs 41 , 42 and 43.

For directing the supply air flow FSA, the control valve 100 comprises a control piston 122 which is movable in a translational movement MT within a valve supply chamber 1 10 along a valve axis AV. The control piston 122 is adapted to gradually open or close a chamber aperture 120, wherein the chamber aperture 120 connects the valve supply chamber 1 10 to a connecting chamber 130. The connecting chamber 130 is connected to the trailer control output 22.

In Fig. 1 A, a first control pressure P41 is applied to the first service brake control input 41 . The control valve 100 thus is in a first service brake condition CSB1 . The first service brake control input 41 is connected to a first service brake actuation chamber 150. In the first service brake actuation chamber 150, the first service brake control pressure P41 exerts a force on a first service brake piston 152, causing said first service brake piston 152 to move in a translational piston movement MTP in an axial direction along the valve axis AV. The first service brake piston 152 is adapted to be actuated by a relay piston 140. The relay piston 140 is coaxially arranged to the first service brake piston 152 as well as the control piston 122 and is axially movable along the valve axis VA. Through the translational piston movement MTP of the first service brake piston 152, the relay piston 140 is actuated by the same translational piston movement MTP. The relay piston 140 reaches its displayed po- sition when a resulting force of the first service brake control pressure P41 exerted on the first service brake piston 152 is in balance with the sum of the spring force of a retaining spring 170 and the force exerted by a trailer control pressure P22 in a connecting chamber 130. The control piston 122, which also is axially movable along the valve axis VA, again is in contact with the relay piston 140 such that the translational piston movement MTP of the relay piston 140 is transferred to said control piston 122. Through the described relation, applying a first service brake control pressure P41 leads to an opening of the chamber aperture 120, since the control piston 122 is moved to a first open position P01 . As a consequence, the supply air flow FSA is directed from the main supply input 1 1 - via the valve supply chamber 1 10 - to the trailer supply input 12 as well as - by a the valve supply chamber 1 10 and further the chamber aperture 120 and the connecting chamber 130 - to the trailer control output 22. In this condition of the control valve 100, the trailer supply input 12 is supplied with pressurized air and at the same time, a trailer control pressure P22 is applied to the trailer control output 22, causing the air brake system 1000 to brake the trailer 800.

In Fig. 1 B, the control valve 100 is displayed in a condition where the first control pressure P41 is released, that means no first control pressure P41 is applied to the first service brake control input 41. Accordingly, no first control pressure P41 is exerting a force on the first service brake piston 152. As a consequence, the relay piston 140 is not being moved in a translational piston movement MTP, but instead held in its original, non-actuated position by a retaining spring 170. As a further consequence, the control piston 122 is not, as shown in Fig. 1A, pushed into the first open position P01 by the relay piston 140, but is pushed into a closed position PC by the spring 124, against the upper wall 1 1 1 of the valve supply chamber 1 10, thus closing the chamber aperture 120. With the control piston 122 in the closed position PC, the supply air flow FSA is exclusively directed - by of the valve supply chamber 1 10 - to the trailer supply input 12. In contrast to the condition shown in figure 18, the supply air flow FSA is not directed to the trailer control output 22. Due to the position of the relay piston 140 in its non-actuated position, a return air flow FRA can pass from the trailer control output 22 via the connecting chamber 130 - and further the chamber aperture 120, a gap between the relay piston 140 and the control piston 122, and an exhaust bore 126 - to the exhaust output 3.

Fig. 2A shows the control valve 100 in a second service brake condition CSB2 where a second control pressure P42 is applied to the second service brake control input 42. In this condition, the second control pressure P42 - because of a connection between the second service brake control input 42 and a second service brake actuation chamber 160 - exerts a force on a second service brake piston 162 as well as on the relay piston 140, which are both consequently moved in a translational piston movement MTP, such that the control piston 122 is moved into the first open position P01 . Hence, the consequence regarding the function of the control valve 100 is principally the same as in Fig. 1 A, namely in that the supply air flow FSA is directed from the main supply input 1 1 to the trailer supply input 12 as well as the trailer control output 22. Once the second control pressure P42 is released from the second service brake control input 42, the second service brake piston 162 as well as the relay piston 140 are moved back by the retaining spring 170, and also the control piston 122 is moved back into the closed position PC by the spring 124, leading to the same condition as shown in Fig. 1 B.

Thus, a service braking function can be achieved either via a first service brake control circuit - namely by applying a first control pressure P41 to a first service brake control input 41 - or via a second service brake control circuit - namely by applying a second control pressure P42 to a second service brake control input 42. Also, the service braking function is achieved, when a control pressure P41 , P42 is applied to both service brake control inputs 41 , 42.

In Fig. 2B, the control valve 100 is shown in a hand brake condition CBH. In this illustration, the hand brake control input 43 is shown in an excerpt D with a different cross-section in order to visualize hand brake control input 43. In such hand brake condition CBH, the hand brake control input 43, which is normally held under a third control pressure P43, is released. As a consequence, a separator module 132, which comprises the chamber aperture 120, is lifted from the control piston 122, since the hand brake control input 43 is vented, and the third control pressure P43 no longer exerts a force upon the separate or module 132, which would push it against the control piston 122. In the described condition, the supply air flow FSA can pass through the chamber aperture 120 to the trailer control output 22, and also to the trailer supply input 12. Consequently, a trailer control pressure P 22 is applied at the trailer control output 22, causing the air brake system 1000 to brake the trailer 800.

In Fig. 3A, a second control pressure P42 is applied to the second service brake control input 42 - analogously to the condition displayed in Fig. 2A. The principal difference to Fig. 2A, however, is that the control valve 100 is in a break away condition CBA, particularly to demonstrate the advantage of a throttle module 1 14 according to the concept of the inven- tion. In said break away condition CBA, the trailer control pressure P22 is decreased from a trailer control operating pressure P22.1 to a trailer control loss pressure P22.2, for example due to a rupture of a trailer control line 300 connected to the trailer control output 22.

The second control pressure P 42 exerts a force on the second service brake piston 162 and also the relay piston 140. On the other side of the relay piston 140 - opposing the side where the second control pressure P 42 exerts a force - the trailer control loss pressure P 22.2 prevails, which is significantly lower than the normal trailer control operating pressure P 22.1 . As a consequence, the relay piston 140 is pushed in a translational piston move- merit MTP all the way to a retaining spring seat 172 of the retaining spring 170. Consequently, the control piston 122 is pushed down past the first open position P01 into a second open position P02.

The throttle module 1 14, which is further described in Fig. 3B, is arranged in such a way that it moves along the valve axis AV, together with the translational movement MT of the control piston 122. The throttling module 1 14 is held axially between a piston stop 123 of the control piston 122 and the spring 124, exerting a spring force against the throttle module 1 14, and against the control piston 122, respectively. The spring 124 ensures that, with the translational movement MT of the control piston 122, the throttle module 1 14 is steadily pressed against the piston stop 123 - and thus equally moves with the translational movement MT, together with the control piston 122.

The throttle module 1 14 in the present embodiment is substantially of a cup shape, featuring a face side 1 14.5, which is in contact with the piston stop 123. From said face side 1 14.5, the throttle module 1 14 further extends in axial direction with a first lateral segment 1 14.3, which features at least one venting hole 1 14.4. The first lateral segment 1 14.3 is connected to a conical segment 1 14.2, where the diameter of the throttle module 1 14 is increased to the diameter of a second lateral segment 1 14.1 , which again is connected to the conical segment 1 14.2. The diameter of the second lateral segment 1 14.1 is such that its outer surface is principally in contact with an inner lateral surface 1 16 of the valve supply chamber 1 10.

Furthermore, at least one supply aperture 1 12 connects the main supply input 1 1 to the valve supply chamber 1 10. The at least one supply aperture 1 12 enters the valve supply chamber 1 1 1 at a supply aperture entry 1 12.1 , which is basically an orifice in the inner lateral surface 1 16 of the valve supply chamber 1 10. In Fig. 3B, two supply aperture entries 1 12.1 are visible.

The contact between the second lateral segment 1 14.1 and the inner lateral surface 1 16 is such that in the second open position PO to of the control piston 122, the at least one supply aperture entry 1 12.2 is covered by the second lateral segment 1 14.1 , completely blocking or at least throttling the supply air flow FSA, in particular in such a way that only a throttled supply air flow FSA' can pass on to the valve supply chamber 1 10, and consequently the connecting chamber 130 and the trailer control output 22. In such condition the break away condition CBA, the throttle module 114 particularly ensures that a trailer supply pressure P21 at the trailer supply input 12 falls more rapidly than more compressed air can be delivered from the main supply input 11. Also, in said condition, stored compressed air from a trailer supply line, connected to the trailer supply input 12 will escape - via the valve supply chamber 110 and the connecting chamber 130 - to the atmosphere through the rupture in the trailer control line 300.

Such maintaining of a low pressure at the trailer control output 22, in particular a control loss pressure P 22.2, in case of a rupture of the trailer control line 300, ensures an immediate automatic braking of the trailer 800. Further, the throttling function of said throttling module 114 is present when the control valve 100 is in a break away condition CBA; this is furthermore independent of which control circuit is applied. Whether a second control pressure P42 is applied to the second service brake control input 42 - as it is the case in Fig. 3A - or a first control pressure P41 is applied to the first service brake control input 41 : as long as the relay piston 140 moves the control piston 122 in the second open position P02, the throttle module 114 will fulfill the desired throttling function. This particularly applies in the case of a rupture of the trailer control line 300 connected to the trailer control output 22, since they relay piston 140 will be pressed all the way against the retaining spring seat 172 - either if a first control pressure P41 is applied to the first service brake piston 152 or a second control pressure P42 is applied to the second service brake piston 162.

During a normal operation of the air brake system 1000, in particular during a first and/or second service brake condition CSB 1 , CSB2 of the control valve 100, the throttling function of the throttling module 114 is not present, or only to a limited extent, since the control piston 122 is not in a second open position P02, and therefore the second lateral segment 114.1 of the throttling module 114 is not (or only to a limited extent) covering the at least one supply aperture entry 112.1. In such position of the throttling module 114, in particular when the second lateral segment 140.1 is not covering the at least one supply aperture entry 112.1 , the supply air flow FSA can pass through the inside space 114.6 of the throttling module 114, and enter the valve supply chamber 110 through the at least one venting hole 114.4, as it is shown in Figs. 1A, 1 B, 2A and 2B.

Fig. 4 shows a schematic illustration of a tandem 900 with a truck 700 and a trailer 800. An air brake system 1000 extends from the truck 700 to the trailer 800. The air brake system 1000 comprises a compressed air supply unit 10 which provides compressed air to a main supply input 1 1 of the control valve 100, which is in the form of a trailer control valve 101 . The control valve 100 selectively applies a trailer control pressure P22. To a trailer control output 22, which is connected to a trailer control line 300. The trailer supply line 300 directs the trailer control pressure P22 to a first trailer brake 801 and a second trailer brake 802, in a way that if a trailer control operating pressure P22.2 is applied to the trailer brakes 801 , 802, said trailer brakes 801 , 802 are actuated. Consequently, the trailer brakes 801 , 802 brake the trailer 800. The control valve 100 further features a trailer supply input 12, which is connected to a trailer supply reservoir 304 via a trailer supply line 302. Through the integration of the throttle module 1 14, which is not shown here, into the control valve 100 according to the concept of the invention, weight and size of the control valve 100 can be reduced which is particularly advantageous for the design of the truck 700, and generally any other moving vehicle.

List of reference signs

10 Compressed air supply unit

1 1 Main supply input

12 Trailer supply input

22 Trailer control output

3 Exhaust output

41 First service brake control input

42 Second service brake control input

43 Hand brake control input

100 Control valve

101 Trailer control valve

110 Valve supply chamber

112 Supply aperture

112.1 Supply aperture entry

1 14 Throttle module

1 14.1 Second lateral segment of the throttle module

1 14.2 Conical segment of the throttle module

1 14.3 First lateral segment of the throttle module

1 14.4 Venting hole of the throttle module

1 14.5 Face side of the throttle module

1 14.6 Inside space of the throttle module

1 15 Spring cover

1 16 Inner lateral surface of the valve supply chamber 120 Chamber aperture

122 Control piston

123 Piston stop

124 Spring

126 Exhaust bore

130 Connecting chamber

132 Separator module

140 Relay piston

150 First service brake actuation chamber

152 First service brake piston

160 Second service brake actuation chamber 162 Second service brake piston

170 Retaining spring 172 Retaining spring seat

300 Trailer control line

302 Trailer supply line

304 Trailer supply reservoir

800 Trailer

801 First trailer brake

802 Second trailer brake

900 Tandem

1000 Air brake system

AV Valve axis

CBA Break away condition

CBH Hand brake condition

CSB1 , CSB2 First and second service brake condition

FSA Supply air flow

FSA’ Throttled supply air flow

FSAMAX Maximum air flow throttling

FSAMIN Minimum air flow throttling

FRA Return air flow

MT Translational movement

MTP Translational piston movement

P21 Trailer supply pressure

P22 Trailer control pressure

P22.1 Trailer control operating pressure

P22.2 Trailer control loss pressure

P41 First control pressure

P42 Second control pressure

P43 Third control pressure

PC Closed position

P01 , P02 First, second open position

Claims

1 . Control valve (100) for an air brake system (1000), in particular trailer control valve (101), comprising: a main supply input (1 1), - a trailer control output (22), a first and second service brake control input (41 , 42), a hand brake control input (43), a valve supply chamber (1 10) comprising a control piston (122), at least one supply aperture (1 12) for passing a supply air flow (FSA) from the main supply input (1 1) to the valve supply chamber (1 10), and a chamber aperture (120), closable by the control piston (122) and connecting the valve supply chamber (1 10) to a connecting chamber (130), wherein the control piston (122) is movable by a spring (124) and/or a relay piston (140) between a second open position (P02) and a closed position (PC), - the connecting chamber (130) is connected to the trailer control output (22), characterized in that the valve supply chamber (1 10) further comprises a throttle module (1 14), wherein the throttle module (1 14) is actuatable by the relay piston (140) in a translational movement (MT) along a valve axis (AV), so as to partially or fully throttle the supply air flow (FSA).

2. Control valve (100) according to claim 1 , characterized in that the translational movement (MT) of the throttle module (1 14) is actuated through the relay piston (140) and/or the spring (124).

3. Control valve (100) according to claim 1 or2, characterized in that the throttle module (1 14) is adapted to increasingly throttle the supply air flow (FSA) in correlation with the translational movement (MT), wherein the degree of throttling ranges from a maximum air flow throttling (FSAMAX) in the closed position (PC) to a minimum air flow throttling (FSAMIN) in the second open position (P02).

4. Control valve (100) according to claim 3, characterized in that the maximum air flow throttling (FSAMAX) involves no throttling of the supply air flow (FSA).

5. Control valve (100) according to claim 3 or 4, characterized in that the minimum air flow throttling (FSAMIN) involves a maximum throttling or a full shutting of the supply air flow (FSA) by the throttle module (114).

6. Control valve (100) according to one of the preceding claims, characterized in that the throttle module (114) is fixed to the control piston (122).

7. Control valve (100) according to one of the preceding claims, characterized in that the throttle module (114) comprises a spring cover (1 15) adapted to cover the at least one supply aperture (112) in a partially or fully sealing manner, wherein the degree of covering the at least one supply aperture (112) correlates to the translational movement (MT).

8. Control valve (100) according to one of the preceding claims, characterized in that the control valve (100) is operable at least in a service brake condition (CSB1 , CSB2) and a break away condition (CBA), wherein in the service brake condition (CSB1 , CSB2), a trailer control pressure (P22) at the trailer control output (22) is maintained at a trailer control operating pressure (P22.1), in particular in dependence of a first service brake control pressure (P41) at the first service brake control input (41) and/or a second service brake control pressure (P42) at the second service brake control input (42), and in the break away condition (CBA), the trailer control pressure (P22) is decreased from a trailer control operating pressure (P22.1) to a trailer control loss pressure (P22.2), and the control piston (122) is pushed into the second open position (P02) by the relay piston (140).

9. Control valve (100) according to one of the preceding claims, characterized in that a supply aperture entry (1 12.1) of the at least one supply aperture (112) is arranged in an inner lateral surface (116) of the valve supply chamber (110).