EP2278105B1 - Assembly with door actuation valve for a pressurised vehicle door assembly - Google Patents

Description

The invention relates to an arrangement with a door actuating valve device for a pressure-actuable vehicle door system according to the preamble of patent claim 1.

A generic door actuation valve device is from the DE 10 2007 056 349 A1 known.

Such vehicle door systems are used for example in public transport, eg in buses. The vehicle door can be opened and closed by an adjusting device, such as a pressure-actuated actuating cylinder. For the pressure medium of the actuating cylinder, a door operating valve device is provided which, in addition to its main function, the control of the pressure fluid flows to open and close the door, has an additional function for emergency operation. The emergency operation function is provided in accordance with European statutory provisions such that in the vehicle an emergency operation valve (so-called emergency valve) is present, which is manually operable. Upon actuation of the emergency maneuver, which is sensibly arranged in the vicinity of a door in the vehicle, the door actuating valve device is brought from an operating position to an emergency position, in which it makes the actuating cylinder substantially depressurized. As a result, on the one hand, any actuation of the door is prevented by the pressure medium, in addition, the door is then open manually with only relatively little effort.

From the above DE 10 2007 056 349 A1 It is known to connect a plurality of emergency actuation valves via one and the same compressed air line to the same pressure medium connection of the door actuation valve device. This can be provided in a simple manner at different points of the vehicle, for example in the interior and on the outside, an emergency valve. In addition, in a very long-built vehicle, such as a Gelenkomnibus, at various points of the vehicle, namely in the vicinity of the respective doors, a quickly accessible emergency valve can be provided.

The DE4136593A1 relates to a pneumatic door actuation system for vehicles which prevents opening the door while driving by passengers. The door operating system has a door valve for monitoring the pressures at least in the closing chamber of a door operating cylinder. The door valve can be switched by means of a pressure pulse through a first control line, in which a driver-actuated pilot valve is arranged. To the pilot valve, a second control line is connected, in which a arranged in the passenger compartment emergency valve for generating a pressure pulse is located. It is also a check valve provided for the driver speed-dependent locking the control of the door valve.

Proceeding from this, the present invention seeks to provide a door actuation valve device that allows greater flexibility with respect to the emergency operation by more than one Notbetätigungsventil.

This object is achieved by the invention specified in claim 1. The dependent claims indicate advantageous developments of the invention.

The invention has the advantage of providing a definable separable, i. deactivatable, enabling the emergency position by various emergency actuation valves. By providing a first and a second pressure medium connection for emergency actuation valves on the door actuation valve device, which can be locked or throttled against each other, an advantageous door actuation valve device is specified, which allows a simple applicability in known vehicle door systems due to the integration of this functionality in a valve housing. In particular, the cost and the cost of an additional piping with pressure medium lines or cabling electrical lines can be avoided or significantly reduced. The door actuation valve device according to the invention thus allows a cost-effective implementation of vehicle door systems.

According to the invention, the second pressure medium connection for the second emergency actuation valve can be throttled with respect to the first pressure medium connection or lockable. With a blocking capability is meant a complete separation between the first and the second pressure medium connection. However, the invention can also be advantageously used with incomplete separation, namely with a throttled connection between the first and the second pressure medium connection. The selection of the passage cross section of the throttle point is to make depending on the design of the motor vehicle door system, the passage cross-section is naturally tend to be relatively small design.

The use of a throttle rather than a full stop has the advantage that even in the case of improper operation of the second emergency valve, e.g. by playing children, a certain small pressure fluid flow through the throttle point to the second emergency valve is permanently possible out. In this way, an undesired triggering of the emergency position when canceling the blockage or throttling between the first and the second pressure medium connection can be avoided if the second emergency valve was returned to the unactuated position in good time before this switch and the pressure medium lines to the second emergency control valve on the throttle again to a sufficient pressure, which does not lead to the triggering of the emergency position, have been filled. In this way, an undesired triggering of the emergency position by a time relatively far past improper actuation of the second emergency operating valve and in the case of a complete block thereby caused "stored" pressure reduction of the pressure lines can be avoided.

According to the invention, the door operating valve means comprises a check valve. The check valve has a passage position and a lock / throttle position. In this respect, the check valve has the function of a shut-off / throttle valve, but will be referred to linguistic simplification hereinafter only as a check valve. The use of such a check valve with two positions allows a simple Realization of the blocking or throttling according to the invention of the second pressure medium connection with respect to the first pressure medium connection.

According to an advantageous embodiment of the invention, the check valve is integrated into the valve housing of the door actuating valve device. This advantageously allows a cost effective implementation of the invention by incorporating fewer additional components in the valve housing, i. in a valve block of a door operating valve device. The check valve can be realized for example in the form of a diaphragm valve. The integration of the check valve in the valve housing has the further advantage that no external installation of pressure medium lines or electrical lines is required. All required pressure fluid channels, also for the actuation of the check valve, may be provided in the valve housing.

According to an advantageous development of the invention, the door actuating valve device has at least one closing control valve, an opening control valve and a powerless control valve. The closing control valve is used to trigger the closing of the vehicle door by the adjusting device is actuated in the closing direction. The opening control valve is used to trigger the opening of the vehicle door, in which the actuating device is actuated in the opening direction of the door. The powerless control valve is used to quickly slow down a moving door, eg when detecting an obstacle in the door pivoting movement. Upon actuation of the powerless control valve, the door can be moved manually, but with increased effort compared to the emergency position. In this respect, the powerless control valve has the function of neutralizing the vehicle door moving adjusting device, so that the powerless control valve could also be referred to as a neutralization control valve. The switching state assumed by the operation of the powerless control valve can be used for safety devices to prevent accidents by persons or objects in the swivel range of the door.

According to an advantageous embodiment of the invention, the door operating valve device can be brought by an operation of the powerless control valve from the emergency position to the operating position. The powerless control valve thus realizes a reset function for the door operating valve device. Advantageously, the function of the powerless control valve for a further function, in addition to the previously explained safety function, thereby used. This has the advantage that no additional elements for the reset of the door operating valve device from the emergency position to the operating position are required, such as an additional solenoid valve. Advantageously, the powerless control valve can also be used for another, third function, such as those from the DE 196 45 701 A1 known operation of an outlet throttle.

The closing control valve, the opening control valve and the powerless control valve may advantageously be designed as electrically actuated solenoid valves. The door actuation valve device is then advantageously operated in conjunction with an electronic control device which executes the entire door control according to programmed algorithms.

According to an advantageous embodiment of the invention, the check valve is connected to the closing control valve, which is actuated upon actuation of the closing control valve and the check valve. This has the advantage that no effort on additional components is required for the operation of the check valve, in particular no additional solenoid valve must be used, but can be used on the already existing in a door actuation valve device valves. Advantageously, the closure control valve is thus assigned a double function, namely, on the one hand, controlling the closing of the door and, on the other hand, actuating the blocking valve. Namely, the inventors have recognized that the closure control valve can be advantageously used for such a dual function without conflicting with the original function of the closing control valve for controlling the closing of the door. A lock or throttling the second pressure medium connection with respect to the first pressure medium connection is required only when the vehicle door is closed.

According to an advantageous development of the invention, the door actuation valve device has at least one emergency control valve, with which the door actuation valve device can be brought into the emergency position as a result of a pressure reduction at at least one of the first and / or second pressure medium connections. The emergency control valve is thus actuated by a plurality of Notbetätigungsventilen, wherein it implements a caused by an emergency actuation valve pressure reduction of a pressure medium line in an activation of the emergency position of the door operating valve device. In connection with the throttling or blocking of the second pressure medium connection according to the invention compared with the first pressure medium connection, it is understood that in the case of blocking or throttling, actuation of the emergency operating valve connected to the second pressure medium connection does not lead to a sufficient pressure reduction in the pressure medium line and thus the emergency control valve is not activated the emergency position is initiated. Only after cancellation of the throttling or blocking the emergency position can be activated via the second pressure medium connection.

In an advantageous embodiment of the invention, the emergency control valve is designed as a 3/2-way valve. This allows a structurally simple and thus cost-effective design of the emergency control valve.

According to a further advantageous embodiment of the invention, the emergency control valve is connected to the powerless control valve such that upon actuation of the powerless control valve, a self-holding pressure medium branch of the emergency control valve is pressurized. Advantageously, the emergency control valve in this case a self-holding pressure medium branch is assigned, for example, according to DE 10 2007 069 349 A1 may be formed such that the pressure medium connection for the actuator facing port of the emergency control valve is returned via a pressure medium line to a pressure medium control port of the emergency control valve. If this pressure medium branch pressure is applied, the emergency control valve keeps in this regard switching position. Only by the pressure reduction in this pressure fluid branch, for example by one of the emergency actuation valves, the latching is canceled and the emergency control valve, for example, switched by spring force to its second position. By connecting the emergency control valve with the powerless control valve such that upon actuation of the powerless control valve, the self-holding pressure medium branch is pressurized, a conversion of the door operating valve device from the emergency position to the operating position can be carried out in a simple manner, by the above-described operation of the powerless control valve.

According to an advantageous development of the invention, the door actuation valve device has at least one emergency control valve with a self-holding pressure medium branch, wherein the door actuation valve device can be brought into the emergency position by a pressure reduction in the self-holding pressure medium branch as a result of a pressure reduction on at least one of the first and / or second pressure medium connections. According to a further advantageous development, the self-holding pressure medium branch has a throttle. Due to the throttling in the self-holding pressure medium branch, a defined release of the emergency position can advantageously be effected by the emergency actuation valves, since the throttle reduces a subsequent flow of the pressure medium and thus there is a defined pressure drop at the pressure medium control connection of the emergency control valve. According to an advantageous embodiment of the invention, the passage cross-section of the throttle in the self-holding pressure medium branch is greater than the passage cross-section of the check valve in the blocking / throttle position. By such a choice of the throttle cross-sections, a defined functional separation of the emergency actuation valve at the second pressure medium connection is possible despite the use of a choke actually allowing a pressure medium flow in the check valve. However, the throttle in the check valve is branched compared to the throttle in the self-holding pressure medium branch chosen so small that when located in the blocking / throttle position check valve, the second emergency actuation valve can not cause sufficient pressure drop at the pressure medium control port of the emergency control valve and thus can not trigger the emergency position. The passage cross section of the throttle in the self-holding pressure medium branch in relation to the passage cross section of the check valve in the blocking / throttle position can advantageously be in the range from 3: 1 to 4: 1.

According to an advantageous development of the invention, the door actuating valve device has an outlet throttle arrangement which can be actuated by the powerless control valve for the throttled pressure reduction in the actuating device. Advantageously, the Auslassdrosselanordnung on a first and a second outlet throttle, which in each case via separate pressure medium lines to a pressure sink, z. B. a vent port, are guided. The exhaust throttles serve to realize a so-called end position damping of the adjusting device, which means that when actuating the adjusting device, the adjustment initially takes place at a high actuating speed, but in the region of the end positions (open door or closed door) the movement is to be slowed down and thus damped is to allow a smooth transition into the respective end position of the door. Such a slowdown can be achieved by damping the discharge of pressure medium via a throttle. Advantageously, two separate outlet throttles are provided, wherein in each case one outlet throttle is assigned to a respective end position of the actuating device. This allows for each end position adapted end position damping z. B. by adjusting the passage cross section of the respective outlet throttle. As a result, the door actuating valve device according to the invention is even more flexible applicable.

Further advantageous embodiments of the invention relate to a vehicle door system with the door actuation valve device according to the invention and a vehicle with such a vehicle door system.

The invention may be used advantageously with any type of pressure means, e.g. Compressed air, are used.

The invention will be explained in more detail using an exemplary embodiment using a drawing. In the exemplary embodiment, compressed air is assumed as the pressure medium.

The FIG. 1 shows a circuit diagram of a pneumatically actuated vehicle door system.

In the FIG. 1 Pressure medium lines are represented by dashed and solid lines. The solid lines indicate working pressure leading pressure medium lines, the dashed lines indicate control pressure leading pressure medium lines. By dotted lines certain arrangements of individual valves are further grouped, which are in a certain context with each other.

The in the FIG. 1 illustrated valves 10, 12, 20 are electrically actuated solenoid valves. The other valves 13, 31, 34 and the Auslassdrosselanordnung 16 are pressure medium actuated. For this purpose, the pressure-medium-actuated elements on a pressure medium control port for supplying a control pressure, in the FIG. 1 is represented by the respective dashed line drawn on a short side of each element. The provision of pressure-actuated elements takes place - with the exception of the valve 13 - via spring force. The valve 13 used as a door valve is designed to be bistable, ie it retains its respective position assumed as a result of a pressure medium actuation.

The solenoid valves shown are electrically actuated by electrical lines via an electronic control device. To simplify the illustration, the electrical lines and the electronic control device are not shown.

Also not shown is the actual vehicle door, which is actuated via the adjusting device.

The FIG. 1 shows a door operating valve device 1. The door operating valve device 1 has a valve housing, which in the FIG. 1 is shown schematically by the dot-dash line of the door operating valve device 1. The elements shown within the dot-dash line of the door actuation valve device 1 are advantageously arranged in or on the valve housing of the door actuation valve device 1, which in the context of the present application should also include that individual elements are attached to a valve block from the outside, for. B. by screwing, such as the electromagnets of the solenoid valves 10, 12,20.

The door actuating valve device 1 has pressure medium connections 22, 23, to which a control cylinder 2 is connected as adjusting device. The actuating cylinder 2 includes a pressure from two sides of the piston and a piston rod. The piston rod is connected to an actuating mechanism for a vehicle door. When the piston rod is extended, the vehicle door is open, closed when the piston rod is retracted. Other types of kinematics are possible.

The door operating valve device 1 has a pressure fluid supply connection 11, which is for connecting to a pressure medium supply, for. B. a compressed air tank, is provided.

In the valve housing of the door actuating valve device 1, the pressure medium connections 22, 23 are connected to a door valve 13. The door valve 13 has a door opening valve 14 and a door closing valve 15. The door opening valve 14 and door closing valve 15 are each formed as 3/2-way valves, which by respective control pressures in one or the other position can be switched. In addition, the valves 14, 15 via respective plungers 19, 29 with each other mechanically in operative connection, such that actuation of the door opening valve 14 by an opening control valve 10 via the plunger 19, 29 a place of the door closing valve 15 in the in FIG. 1 shown inlet position causes. Conversely, an actuation of the door closing valve 15 by control pressurization from a closing control valve 20 to a position of the door opening valve 14, triggered by the plungers 19, 29, in the in the FIG. 1 illustrated inlet position.

For the pressure medium actuation of the door opening valve 14, the electrically controllable, designed as a 3/2-way solenoid valve opening control valve 10 is used. Analogous to this is provided for pressure fluid actuation of the door closing valve which is also designed as electrically actuated as a 3/2-way solenoid valve closing control valve 20. Upon appropriate actuation of the opening control valve or the closing control valve, this supplies a supply pressure from the pressure fluid supply connection 11 to the respective pressure medium control input of the door opening valve 14 or the door closing valve 15, whereby the door opening valve 14 or the door closing valve 15 is placed in an outlet position. For actuating both the door closing valve 15 and the door opening valve 14 in the opposite direction, that is, for placing in the inlet position, a Kraftlossteuerventil 12 is provided, which is also designed as an electrically actuated 3/2-way solenoid valve. The powerless control valve 12 is connected on the output side to respective second pressure medium control ports of the valves 14, 15. By operating the Kraftlossteuerventils 12, the door opening valve 14 and door closing valve 15 in their respective in the FIG. 1 shown inlet position switched.

The door opening valve 14 and the door closing valve 15 is connected via a pressure medium line 39 via an emergency control valve 34 with the pressure medium supply port 11. About this pressure medium from the pressure medium supply can be performed in the respective chamber of the actuating cylinder 2, if the door opening valve 14 and the door closing valve 15 is in the inlet position.

If the door opening valve 14 is operated by the opening control valve 10, the door opening valve 14 is brought to its outlet position. In this switching position, the pressure medium connection 23 is connected via the door opening valve 14 to a venting connection 3 of a controllable outlet throttle arrangement 16. Due to the mechanical coupling via the plungers 19, 29 then the door closing valve 15 in the inlet position and thus the pressure medium connection 22 via the door closing valve 15 to the pressure medium line 39 and thus, with a corresponding position of the emergency control valve 34, connected to the pressure medium supply port 11. The actuating cylinder 2 is then extended as a result of the pressurization.

Upon actuation of the door closing valve 15 by the closing control valve 20, the pressure medium connection 22 is connected via the door closing valve 15 to a vent connection of the outlet throttle arrangement 16 and thus vented. Via the mechanical coupling via the plungers 19, 29, the door opening valve 14 is then brought into the inlet position, in which it connects the pressure medium connection 23 with the pressure medium line 39 and correspondingly with the pressure medium supply connection 11. Accordingly, the actuating cylinder 2 is retracted by the pressurization.

Upon actuation of the door opening valve 14 and the door closing valve 15 by the powerless control valve 12, both pressure medium connections 22, 23 are connected via the door opening valve 14 and the door closing valve 15 to the pressure medium line 39 and thus to the pressure fluid supply connection 11. The actuating cylinder 2 is then pressurized from both sides, so that it does not perform any movement or an already started movement is stopped. In this state, the vehicle door can be moved manually with increased force.

The outlet throttle assembly 16 has a first outlet throttle 17 and a second outlet throttle 18. If the Auslassdrosselanordnung 16 is not pressurized at its pressure medium control input from the Kraftlossteuerventil 12, takes the Auslassdrosselanordnung 16 in the FIG. 1 shown position. In this state, the pressure medium connection 22 or pressure medium connection 23 can be connected to a respective venting connection 3. Upon actuation of the exhaust throttle assembly 16 by the powerless control valve 12, the first and second exhaust throttles 17, 18 are switched into the exhaust flow path. Venting of the pressure medium connection 22 or 23 then takes place correspondingly throttled over the respective outlet throttle 17 or 18. The outlet throttles 17, 18 are advantageously adjustable with respect to their passage cross-section via respective adjusting screws accessible on the outside of the valve housing.

The door actuation valve device 1 further has an emergency control valve 34 in its valve housing, which is designed as a pressure medium controllable 3/2-way valve and is operated in a so-called self-holding circuit. For this purpose, a self-holding pressure medium branch 40 is provided, in which in addition to the required pressure medium lines, a throttle 33 is provided. In the in the FIG. 1 shown switching position is the emergency control valve 34 in the so-called emergency position. In the emergency position, the pressure medium line 39 is connected to a vent port 3. As a result, the actuating cylinder 2 can be depressurized on both sides of the piston via the pressure medium connections 22, 23. In this case, the vehicle door can be moved with little effort. Such behavior is desirable, for example in emergencies, such as in an accident, the vehicle for rescue workers should be made quickly available.

The emergency control valve takes in the FIG. 1 reproduced switching position, namely the emergency position, when there is no pressure or only a slight pressure at its pressure medium control port, so that the emergency control valve is placed on the return spring in the emergency position. For conversion of the emergency control valve 34 in the second switching position, the operating position is the powerless control valve 12 is actuated. As a result, a control pressure via a check valve 30 in the self-holding pressure medium branch 40 is fed, whereby the pressure medium control input of the emergency control valve 34 is pressurized. As a result, the emergency control valve 34 is brought into the operating position. In the operating position, the emergency control valve 34 connects the pressure medium line 39 to the pressure medium supply port 11. The pressure medium flowing in here is fed via the throttle 33 into the self-holding pressure medium branch 40 and thus likewise causes a pressurization of the pressure control input of the emergency control valve 34. In this way, via the throttle 33 causes a latching of the emergency control valve 34, by which the emergency control valve 34 remains in the operating position even when the powerless control valve 12 is again unoperated. A short operation of the powerless control valve 12 is thus sufficient for a permanent return of the emergency control valve 34 in the operating position.

The door actuation valve device 1 further has a first pressure medium connection 5 for a first emergency actuation valve 42. The first emergency actuation valve 42 is accessible, for example, from the outside of the vehicle. The first emergency valve 42 is z. B. designed as manually operable against a spring force 2/2-way valve. When operated manually, the first emergency actuation valve 42 causes a venting of the self-holding pressure medium branch 40. The pressure medium flowing via the throttle 33 can not maintain any pressure required for maintaining the operating position of the emergency control valve 34, so that the emergency control valve 34 is switched to the emergency position by spring force.

The door actuation valve device 1 also has a second pressure medium connection 4 for a second emergency actuation valve 41. The second emergency actuation valve 41 may be constructed, for example, comparable to the first emergency actuation valve 42. The second pressure medium connection 4 can be blocked or throttled with respect to the first pressure medium connection 5 or with respect to the self-holding pressure medium branch 40. This is a Shut-off valve 31 is provided, the one in the FIG. 1 has assumed (unthrottled) passage position and a blocking or throttle position. Hereinafter, it is assumed that the check valve 31 is formed in the embodiment with a throttle position. In this case, the check valve 31 has a throttle 32.

The check valve 31 is designed as a pressure medium-controllable 2/2-way valve. For pressure medium control, a pressure medium control input of the check valve 31 is connected to the closing control valve 20. Upon actuation of the closing control valve 20 as a result of an electrical signal from an electronic control device, the check valve 31 is brought by the pressure supplied by the closing control valve 20 in the throttle position in which the throttle 32 is effective and the second pressure medium connection 4 with respect to the first pressure medium connection 5 throttles.

As can be seen, a user via the second emergency valve 41, which may be located eg inside the vehicle, with unconfirmed check valve, ie ineffective throttle 32, in the same way as with the first emergency valve venting of the self-holding pressure medium branch 40 and thus a Trigger the emergency position. When operated check valve 31 and thus effective throttle 32 is vented to the second pressure medium connection 4 upon actuation of the second Notbetätigungsventils due to the throttle 32 only with a relatively low pressure fluid flow. During this, pressure medium can flow from the pressure medium supply via the throttle 33. As a result of a suitable dimensioning of the throttles 32, 33, a corresponding pressure drop in the self-holding pressure medium branch 40, which would lead to a triggering of the emergency position, can be prevented. Functionally so that the second emergency control valve 41 is ineffective as long as the check valve 31 is actuated. Only with unconfirmed shut-off valve 41, the emergency position can be triggered via the second emergency valve 41.

The previously described venting ports 3 are each connected to the atmosphere. Advantageously, the door operating valve device 1 may have in its valve housing a central ventilation, with which the individual venting ports 3 are connected.

In the FIG. 1 Furthermore, pressure switches 43, 44, 45 are also shown, which generate pressure-dependent electrical signals. The electrical signals are supplied to the electronic control device, which uses the signals for plausibility and safety testing of the vehicle door system.

Claims (14)

1. Assembly comprising a door activation valve device (1) for a vehicle door system which can be activated by a pressure medium, an actuating device (2) which can be activated by a pressure medium and has the purpose of activating the vehicle door, a first emergency activation valve (42) and a second emergency activation valve (41), wherein the door activation valve device (1) comprises a valve housing which has at least one pressure medium connection (22, 23) which is connected to the actuating device (2) which can be activated by a pressure medium, and at least a first pressure medium connection (5) which is connected to the first emergency activation valve (42), wherein the door activation valve device (1) has at least one operating position and an emergency position which can be assumed as result of activation of at least one emergency activation valve, and wherein in the emergency position the actuating device (2) can be made essentially pressureless by the door activation valve device (1), wherein the valve housing of the door activation valve device (1) has at least one second pressure medium connection (4) which is connected to the second emergency activation valve (41) which can be throttled or closed off with respect to the first pressure medium connection (42), characterized in that
   the door activation valve device (1) has a check valve (31) with an open position and a closed/throttled position via which the second pressure medium connection (4) can be throttled or closed off with respect to the first pressure medium connection (5).
2. Assembly according to Claim 1, characterized in that the check valve (31) is integrated in the valve housing of the door activation valve device (1)
3. Assembly according to at least one of the preceding claims, characterized in that the door activation valve device (1) has at least one closing control valve (20), one opening control valve (10) and one powerless control valve (12).
4. Assembly according to Claim 3, characterized in that when the powerless control valve (12) is activated the vehicle door can be activated manually.
5. Assembly according to Claim 3 or 4, characterized in that the door activation valve device (1) can be moved from the emergency position into the operating position by activation of the powerless control valve (12).
6. Assembly according to at least one of Claims 3 to 5, characterized in that the check valve (31) is connected to the closing control valve (20) in such a way that when the closing control valve (20) is activated the check valve (31) is also activated.
7. Assembly according to at least one of Claims 3 to 6, characterized in that the door activation valve device (1) has at least one emergency control valve (34) with which the door activation valve device (1) can be moved into the emergency position as result of a reduction in pressure at at least one of the first and/or second pressure medium connections (4, 5).
8. Assembly according to Claim 7, characterized in that the emergency control valve (34) is embodied as a 3/2-way valve.
9. Assembly according to Claim 7 or 8, characterized in that the emergency control valve (34) is connected to the powerless control valve (12) in such a way that when the powerless control valve (12) is activated pressure is applied to a self-latching pressure medium branch (40) of the emergency control valve (34).
10. Assembly according to at least one of the preceding claims, characterized in that the door activation valve device (1) has at least one emergency control valve (34) with a self-latching pressure medium branch (40), wherein the door activation valve device (1) can be moved into the emergency position by reducing the pressure in the self-latching pressure medium branch (40) as result of a reduction in pressure at at least one of the first and/or second pressure medium connections (4, 5).
11. Assembly according to Claim 10, characterized in that the self-latching pressure medium branch (40) has a throttle (33), the passage cross section of which is greater than the passage cross section of the check valve in the closed/throttled position.
12. Assembly according to at least one of Claims 3 to 11, characterized in that the door activation valve device (1) has at least a first and second pressure medium connection (22, 23) for the actuating device (2) which can be activated by a pressure medium and has the purpose of activating a vehicle door and an outlet throttle assembly (16) which can be activated by the powerless control valve (12) and has the purpose of reducing the pressure in the actuating device (2) in a throttle fashion via the first and the second pressure medium connections (22, 23), wherein the outlet throttle assembly (16) has a first outlet throttle (17) which can be connected to the first pressure medium connection (23) and a second outlet throttle (18) which can be connected to the second pressure medium connection (22), wherein the outlet throttles (17, 18) can be connected to the respective pressure medium connections (22, 23) via respective separate pressure medium lines.
13. Vehicle door system having an assembly according to at least one of the preceding claims.
14. Vehicle having a vehicle door system according to Claim 13.

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