CN114401875A - Trailer control valve with leakage protection function for vehicle brake system - Google Patents

Abstract

The invention relates to a valve (100) for controlling the flow of pressurized fluid to a trailer (200) attached to a vehicle, comprising: a housing (110) comprising a lateral extension (120) and a guide (124) having a sliding surface (126); a first port (P11) to receive pressurized fluid from a first source of pressurized fluid; a second port (P22) selectively connected to the first port (P11), wherein the second port (P22) is configured to provide a control pressure to a brake disposed at the trailer (200). A third port (P12) is disposed in the valve (100), the third port operatively and selectively connected to the first port (P11) and configured to provide a supply pressure to a brake disposed at the trailer (200). Finally, the valve (100) comprises an intermediate valve unit (118) configured to directly facilitate a connection between at least the first port (P11) and in particular a third port (P12).

Description

Trailer control valve with leakage protection function for vehicle brake system

Technical Field

The invention relates to a valve for a brake system associated with a trailer part of a vehicle, the vehicle comprising a vehicle part and said trailer part attached to the vehicle part. Alternatively, such a valve may be referred to as a "trailer control valve". In particular, the present invention relates to trailer control valves that operate as part of a pneumatic brake system for applying brakes to a trailer.

Background

The general working principle of the trailer control valve and its various operating states can be found, for example, in the applicant's PCT application PCT/IB 2018/054101.

However, during operation of the trailer control valve in its varying operating conditions, a controlled release of pressurized fluid may become necessary. In this context, the controlled release may refer to selectively "opening" or "closing" one or more output ports or providing pressurized fluid to one or more output ports at varying flow rates, amounts, and/or rates during different operating states of the trailer control valve.

Object of the Invention

One of the objects of the present invention is to achieve said controlled release of pressurized fluid, wherein the flow path of the pressurized fluid has to be controlled and released at different points within the trailer control valve, preferably based on the braking situation and/or based on safety regulations associated with pneumatic brake systems. While conventional trailer control valves are said to achieve such controlled release of pressurized fluid, there is still a need to improve certain construction features of trailer control valves to provide an optimal and controlled flow path for pressurized fluid within the valve. In particular, although a leak may result due to a fault in the connecting line, for example originating from a trailer control valve, the supply of brake pressure to, for example, a trailer brake must be ensured.

It is another object of the present invention to provide an apparatus having an optimized metered flow of pressurized fluid for a trailer brake by designing the actuating mechanism within the trailer control valve. The actuation mechanism ensures a metered and/or controlled flow of pressurized fluid from a supply port (e.g., P11 — adapted to receive pressurized fluid from a source of brake fluid) to a control port (e.g., P22 — adapted to supply control pressure to the trailer brakes) and a trailer brake supply port (e.g., P12 — adapted to supply pressure to the trailer brakes). For the sake of completeness, it should be noted that the wheels associated with the trailer, for example, include brake actuators that receive pressurized fluid from the above-described valves. When pressurized fluid is supplied to the brake actuators, the trailer brakes apply the brakes on the corresponding wheels via, for example, the wheel end brake assemblies.

Disclosure of Invention

According to one embodiment of the present invention, a valve for controlling the flow of pressurized fluid to a trailer attached to a vehicle, or simply, a trailer control valve, is provided. The valve comprises: a housing including a lateral extension and a guide having a sliding surface; a first port (P11) to receive pressurized fluid from a first source of pressurized fluid (e.g., a fluid reservoir or an air reservoir storing pressurized air); a second port (P22) selectively connectable to the first port (P11), wherein the second port (P22) is configured to provide a control pressure to one or more brakes at a trailer or alternatively, for example, a trailer portion of a vehicle-trailer combination, and wherein the second port (P22) may be represented in yellow, for example; a third port (P12) operatively connected to the first port (P11), wherein the third port (P12) is configured to provide supply pressure to a brake disposed at the trailer, and wherein the third port (P12) may be represented in red, for example; and an intermediate valve unit configured to directly facilitate a connection between at least a first port (P11) and a second port (P22) of the valve. According to this embodiment, the intermediate valve unit includes: a spring; a first valve seat supported by a spring, the valve seat experiencing an upward force due to the spring and being engaged with the lateral extension of the housing, wherein the first valve seat is configured to move in a downward direction upon experiencing a downward force greater than the resilient force of the spring, thereby disengaging from the lateral extension of the housing, and characterized in that the intermediate valve unit additionally comprises a sealing arrangement attached to the first valve seat, wherein the sealing arrangement comprises at least one resiliently deformable structure forming a fluid tight seal associated with a sliding surface of a guide of the housing.

One of the technical advantages of the intermediate valve unit described is that of promoting the above-mentioned throttling and/or controlled flow of the pressurized fluid, thanks to the use of elastically deformable structures inside the intermediate valve unit, in particular associated with the sliding surfaces of the guides. The seal so formed between the resiliently deformable structure and the guide surface may promote variable flow, for example, due to upward and/or downward movement of the valve seat. In one particular embodiment, for example, a guide is disclosed having a plurality of vertically defined grooves, and an elastically deformable structure is provided that reciprocates along a longitudinal axis with a first valve seat. In this embodiment, the elastomeric deformable structure may at least partially close and/or open the flow channel through the groove after some limited movement along the axis for the pressurized fluid to flow through.

According to another embodiment, the at least one elastically deformable structure comprises an elastomeric lip seal or an elastomeric sealing element with at least one sealing lip. According to yet another embodiment, the elastomeric lip seal is attached directly or indirectly to the first valve seat. According to yet another embodiment, wherein the elastomeric lip seal or the elastomeric sealing element has at least one protrusion in contact with the sliding surface of the guide. While the term "lip seal" may not be part of the technical terminology of those skilled in the art of pneumatic braking systems, an explanation is provided while explaining the technical effect of the described features. According to this embodiment, the elastomeric lip seal extends over or protrudes from the outer surface of the first valve seat, for example. In this regard, the term lip seal may refer to its orientation in a cross-sectional view. Such an extended and/or protruding lip seal or elastomeric lip seal helps to form a fluid tight seal when brought into contact with the sliding surface of the guide. Furthermore, the use of an elastomeric material enables the tightness to be varied by means of an elastically deformable sealing device. According to an exemplary embodiment, the elastomeric lip seal may have more than one protrusion, so that for example a suitable and optimally designed sealing structure may be designed to complement the sliding surface of the guide.

In a further illustrative embodiment, the sealing device comprises a metal sheet at least partially covering the first valve seat. In certain illustrative embodiments, the first valve seat may be at least partially made of sheet metal. In yet a further illustrative embodiment, the metal sheet comprises an arrangement for receiving an elastomeric lip seal or an elastomeric sealing element. For example, since the metal sheet is associated with the valve seat, the metal sheet is configured to contact the lateral extension to open and close the circular orifice created by the lateral extension. For example, it can also be seen from the figures that the lateral extensions are circumferentially arranged and symmetrical about an axis (e.g., "108" labeled in the figures) within the valve. Furthermore, by using a sheet material made of metal to at least partially enclose the first valve seat, the lifetime of the valve is relatively extended compared to e.g. any plastic material.

Preferably, according to at least one of the above embodiments, the elastomeric lip seal or the elastomeric sealing element comprises an O-ring. For example, the O-ring can be easily assembled to the first valve seat and the assembly work can be reduced. Furthermore, O-rings are relatively easier to manufacture and are sometimes readily available on the market.

According to one or more of the above embodiments, the sliding surface of the guide forms a sealing means complementary to the at least one elastically deformable structure, wherein a portion of the sliding surface has a curved profile or surface. In the same embodiment, preferably, wherein the curvilinear surface and the at least one elastically deformable structure form a sealing means, and wherein the valve is configured such that linear movement of the first valve seat along the longitudinal axis enables variable flow of the pressurized fluid. In this embodiment, a variable flow of pressurized fluid is enabled due to the design of the curved surface of the guide and the sealing means when the valve seat is moved along said longitudinal axis. For example, a curvilinear surface in combination with a guide may achieve different tightness.

According to one of the above embodiments, the guide comprises a plurality of vertically defined grooves that open and/or close based on the linear movement of the first valve seat along the sliding surface. According to this embodiment, the presence of the vertically defined groove contributes to the release of the pressurized fluid in a variably controlled manner. For example, when the valve seats are moved in an upward direction (U), the grooves allow pressurized fluid to flow through them in a streamlined manner. Further, in an illustrative embodiment, the guide may include one or more slots to allow pressurized fluid to reach outlet ports connected to, for example, the second and third ports.

According to a preferred embodiment of the invention, the intermediate valve unit of one of the above embodiments is configured such that it provides a throttled flow of pressurized fluid to the third port (P12), more preferably to port P22, even when a leak is detected in the second port P22. This enables the supply of the pressurized fluid to be facilitated also when, for example, a leak is detected in the second port P22. According to an embodiment, even if there is a leak in the second port P22 (which supplies control pressure to the trailer brakes for example) or the second port P22 fails, a controlled flow of pressurized fluid to the supply port P12 should at least be ensured when the linear extension of the valve is actuated. This ensures that at least the trailer brake is supplied with the supply pressure in the event of a fault condition at, for example, port P22.

In a further illustrative embodiment, use of a valve according to any of the above embodiments in a trailer-trailer combination vehicle is claimed. In this embodiment, for example in a trailer-trailer combination, the towing vehicle part, for example as a trailer, may have a brake system actuated by hydraulic fluid; however, pressurized air may be used to control the trailer brakes. The valve for controlling the brake of a trailer according to the invention can also be used in such hybrid vehicles, i.e. in the hydro-pneumatic brakes of trailer-trailer combination vehicles.

Drawings

FIG. 1a shows a cross-sectional view of a valve for controlling the flow of pressurized fluid to a trailer (shown schematically), particularly to a vehicle brake attached to a vehicle (e.g., a trailer), according to an embodiment of the present invention;

1 b-1 j illustrate various operating states of a valve for controlling the flow of pressurized fluid to a trailer (shown schematically) attached to a vehicle (e.g., a trailer) according to an embodiment of the present invention;

fig. 2 shows a cross-sectional view of a part of the trailer control valve, in particular the intermediate valve unit, according to an embodiment of the invention;

fig. 3 illustrates an isometric view of a guide for the portion of the trailer control valve (e.g., intermediate valve unit) according to an embodiment of the present invention;

FIG. 4 is a schematic view of the valve according to an embodiment of the invention;

FIG. 5 is a schematic view of the valve according to another embodiment of the invention; and

fig. 6 is a schematic view of the valve according to yet another embodiment of the present invention.

Detailed Description

Fig. 1a shows a cross-sectional view of a valve 100 according to an embodiment of the invention for controlling the flow of pressurized fluid to a trailer (shown schematically), in particular to a vehicle brake attached to a vehicle (e.g. a trailer). In one or more embodiments, for simplicity, these valves may be referred to as trailer brake control valves.

The valve 100 includes a housing 110, shown for example to include a plurality of pistons and ports (described in detail below), and a cover 106 covering the top of the valve 100. However, all of the ports and the piston are not necessary or essential to define the invention. In this regard, the appended claims include features which define the essential features of the invention. Further, nevertheless, reference will be made to the piston and port in following the description process so that those skilled in the art can fully and clearly understand the basic invention.

For purposes of illustration, port P41 is for receiving pressurized fluid from a source of main control pressure, for example, for controlling a foot brake valve of a trailer brake. Port P42 is provided to receive auxiliary control pressure from, for example, a foot brake valve for controlling the brakes of a trailer. P43 is provided to receive control pressure from a hand brake valve for controlling the trailer brakes. Port P11 receives pressurized fluid from a supply source such as a reservoir. Port P12 is used to supply pressure to apply the trailer brakes. P22 is used to provide a "control" pressure or to provide pressurized fluid to control the trailer brakes.

According to the present embodiment, the housing 110 includes a lateral extension 120 and a guide 124 having a sliding surface 126. The valve 100 further comprises: a first port P11 for receiving pressurized fluid from a first source of pressurized fluid; a second port P22 selectively connected to the first port P11, wherein the second port P22 is configured to provide a control pressure to a brake provided at the trailer 200, and wherein the second port P22 is provided with a yellow color. The colors are provided only to determine which port is used for what purpose. The valve 100 further comprises a third port P12 operatively connected to the first port P11, wherein the third port P12 is configured to provide supply pressure to brakes provided at the trailer 200, and wherein the third port P12 is provided with a red color.

The valve 100 further comprises an intermediate valve unit 118 (explained in detail with reference to fig. 2), the intermediate valve unit 118 being configured to facilitate a connection between at least the first port P11, the second port P22 of the valve 100. The intermediate valve unit 118 includes a spring 128, a first valve seat 130 supported by the spring 128.

As can be seen from fig. 1a, the first valve seat 130 is subjected to an upward force by the spring 128, and said valve seat 130 engages with the lateral extension 120 of the housing 110, for example under the action of the spring 128. The first valve seat 130 is configured to move in a downward direction (D) upon experiencing a downward force greater than the spring force of the spring 128, thereby disengaging from the lateral extension 120 of the housing 110. It should therefore be noted that for understanding the meaning of the upward and downward directions indicated throughout the present application, for example, in fig. 4, 5 and 6, the upward and downward directions are indicated with arrow marks 'U' and 'D' with respect to the axis 108.

Furthermore, the intermediate valve unit 118 additionally comprises a sealing means attached directly or indirectly to the first valve seat 130. The sealing means comprises at least one elastically deformable structure 132 forming a fluid tight seal with the sliding surface 126 of the guide 124 of the housing 110. For completeness, details of the intermediate valve unit 118 may be found, for example, in the description associated with fig. 2 of the present application.

The general working principle of the valve 100 shown in fig. 1a will be explained below. However, a detailed operating state of the valve 100 is shown and explained in connection with fig. 1b to 1 j.

The housing 110 also generally includes a first piston 102 having a top surface 102 s. When a driver located in the trailer cab depresses the brake pedal, pressurized fluid enters port P41 shown in fig. 1 a. The pressurized fluid impacts the top surface 102s of the first piston 102 as indicated by the small arrow labeled 'AM' in fig. 1 a. This causes the first piston 102 to move linearly downward along the longitudinal axis 108. The first piston 102 is functionally connected to a plurality of relay pistons 102p (collectively identified) in fig. 1a, for example. The plurality of relay pistons 102p are configured to transfer force onto the linearly extending members 114 such that work may be transferred from the impinging pressurized fluid on the top surface 102s to subsequent components aligned along the axis 108 in, for example, a downward direction (see, e.g., fig. 4 and 6 for determining the meaning of the downward direction in the figures labeled with an arrow "D").

The linearly extending member 114 further contacts and displaces components of the intermediate valve unit 118 within the housing 110 to facilitate connection between at least the ports (e.g., P11 and P22). The intermediate valve unit 118 is generally marked in fig. 1a with a dashed line. However, a detailed view of the valve unit is shown in fig. 2 of the present application. After impact of the linearly extending member 114, the first valve seat 130 moves or displaces from its initial position. It should be noted, however, that prior to any such impact, i.e., in its initial position of the linearly extending member 114, the first valve seat 130 is in contact with the laterally extending portion 120 due to the upward force exerted by the spring 128 on the bottom side (not labeled, but visible in fig. 1 a) of the first valve seat 130. When the first valve seat 130 is in contact with the lateral extension 120, no fluid connection between ports P11 and P22, for example, is possible. However, after the linearly extending member 114 is impacted by its downward movement along the axis 108, the contact established between the first valve seat 130 and the laterally extending portion 120 is eliminated. This enables pressurized fluid to flow (as indicated by the arrowed arrow at port P11) from port P11 to port P22. However, on the other hand, those skilled in the art will appreciate that the ports P11 and P12 may always be operatively connected.

In summary, in the current operating state shown in fig. 1a, the control pressure for operating the valve 100 reaches port P41. And the working principle of the valve 100 when such control pressure reaches the port P41 has been described in the above paragraph. However, this does not include all working possibilities of the valve 100. For example, the control pressure may also reach one of the ports P42 and P43 (see, e.g., fig. 1c and 1 f).

For example, when the control pressure reaches port P42, which is a port configured to receive auxiliary control pressure from a foot brake valve (not labeled), an impact of the control pressure is received on the second piston 104 and/or directly or indirectly on the linearly extending member 114. In another example, when the control pressure reaches port P43, which is a port configured to receive the control pressure due to activation of a hand brake valve (not shown), the resulting impact is felt on a portion of the linear extension member 114. However, the control pressure fluid flow path is not shown for this case in fig. 1a of the present application. More information on this is provided below.

Fig. 1 b-1 j illustrate various operating states of a valve 100 for controlling the flow of pressurized fluid to a trailer 200 (shown schematically) attached to a vehicle (e.g., a trailer) according to an embodiment of the present invention. An explanation of each figure is provided below.

Fig. 1b shows an operational state of the valve 100, wherein the actions performed by the valve 100 shown in fig. 1a, for example, are at least partially reversed. In the operating state shown in fig. 1b, the first piston 102 is moved upwards as a result, for example, when the driver releases the pressure on a brake pedal arranged in the driver's cabin. As can be seen from the figure, due to the upward movement of the first piston 102, the valve seat 130 re-engages the lateral extension 120 and/or establishes contact with the lateral extension 120 under the action of the spring 128. This effectively disconnects port P11 from port P22, etc. As shown in fig. 1b, any pressurized fluid remaining in port P22 is released to the atmosphere (along line 116b in fig. 1 b). However, as shown, pressurized fluid from port P11 is supplied to port P12 (see arrow labeled 116a in fig. 1 b).

According to fig. 1b, a flow path 134 is provided through the housing 110, the guide 124 and other components of the valve 100. This provides a connection between port P11 to the space defined by sliding surface 126 of guide 124. The pressurized fluid in the confined space within the guide 124 flows through a plurality of vertically defined grooves (not shown in fig. 1b, but as can be clearly seen in fig. 3, see '308') and then to a port P12, as can be seen from the streamlines of the pressurized fluid. It should also be noted that such air flow from the interior space defined by guide 124 to port P12 is possible because the at least one resiliently deformable structure 132 is above the level (level) from which the plurality of vertically defined grooves begin such that pressurized fluid may flow through the grooves. This also enables the flow of pressurized fluid from P11 to port P12 to be throttled or reduced. This arrangement of the intermediate valve unit 118, and in particular the guide 124 with the groove, is one of the technical advantages of the present invention. Further details of the intermediate valve unit 118 will be explained in connection with fig. 2 and 3.

Fig. 1c shows another operational state of the valve 100 of the present invention. Pressurized fluid is received through port P42 depending on the current operating state of the valve 100. The impact of the pressurized fluid is at least partially achieved on the top surface 104s of the second piston 104 of the valve 100 and a portion of the wing members 114a of the extension member 114, as shown by the arrow mark 'AM' in fig. 1 c. Due to this downward movement of the extension member 114, contact between the lateral extension 120 and the valve seat 130 is eliminated. The flow of pressurized fluid from port P11 to ports P12 and P22 is similar to that achieved in fig. 1 a. Therefore, such explanation is not repeated here.

FIG. 1d shows yet another operating state of the valve 100 when the source of pressurized fluid from port P42 is removed as explained with reference to FIG. 1 c. In other words, the steps explained with reference to fig. 1c are at least partially reversed. As can be seen from the arrow labeled 'AM' in fig. 1d, the movement of the piston 104 is upward and opposite to that of fig. 1 c. Due to this upward movement of the piston 104 along the axis 108 and other components, the valve seat 130 again contacts the lateral extension 120. Because contact is established between the valve seat 130 and the lateral extension 120, pressurized fluid is prevented from flowing from port P11 to P22, etc. This can be seen in fig. 1 d. The flow of pressurized fluid within the intermediate valve unit 118 or valve 100 in general and the venting of fluid from port P22 to atmosphere (which may follow arrow mark 116b) is similar to the flow of pressurized fluid as shown in fig. 1b of the present application.

Fig. 1e shows an operational state of the valve 100, when the vehicle driver engages the Hand Brake Valve (HBV) and the braking force must also be applied to the brakes of the trailer 200 to activate e.g. the parking brake associated with the trailer 200. As can be seen from the reference character '140' at port P43, pressurized fluid from port P43 is vented or released to atmosphere. As can also be seen from fig. 1e, this also causes the plurality of relay pistons (e.g., 104 and 102) to move upward. At the same time, however, pressurized fluid from port P11 to ports P12 and P22 is activated so that control and supply pressures for the brakes of the trailer 200 are delivered, albeit in a controlled manner. This enables e.g. parking brake application in the trailer 200 when the driver activates HBV. In contrast to the disclosure provided in fig. 1a and 1c, when the brake pressure supply is applied to the trailer brakes via port P12 and the control pressure is applied via port P22, the pressurized fluid from port P43 is actually released to the atmosphere.

As also shown in fig. 1e, a slight gap may be formed between the valve seat 130 and the lateral extension 120. This clearance enables pressurized fluid to flow from port P11, particularly port 22. The flow of pressurized fluid in intermediate valve unit 118 is similar to that shown in fig. 1a and 1c, and therefore further explanation in this regard is not repeated. In any case, the flow of pressurized fluid has been illustrated with streamlines, such as reference character "116", and any such information will be readily understood by those skilled in the art.

Fig. 1f shows an operating state of the valve 100, when the HBV is disengaged by the vehicle driver and the corresponding brake must be released. It should be noted that the pressure from the control line is exhausted or released to the atmosphere. In other words, no control pressure is supplied to the brakes of the trailer 200 via port P22.

FIG. 1g illustrates an operational state of the valve 100 when a fault or leak or break occurs in the control line connected to port P22 of the valve 100. As a result, when the driver of the vehicle depresses the brake pedal, pressurized fluid enters the port P41 from the first source and impacts the top surface 102s of the first piston 102. According to an illustrative embodiment, when the driver exerts a force on the brake pedal and activates the foot brake valve (not shown in the figures), the delivery air from the main circuit of the foot brake valve will be sent to port P41, the primary control port of valve 100 (as shown in fig. 1 g). As a result, the extension member 114 moves linearly downward along the axis 108 and disengages the contact between the valve seat 130 and the lateral extension 120. Ports P11 and P12 and P22 are now connected. Although the flow of pressurized fluid is similar to that shown in connection with fig. 1a, it must be noted that due to a leak in the line connected to port P22, the control pressure does not fully reach the brakes of the trailer 200 due to said fault or leak connected to port P22. In the present state of the valve 100, it can also be seen from fig. 1b that the supply line P12 is also vented or discharged via port P22 due to leakage. When such a fault occurs in the line connected to port P22, the function of the valve 100 is commonly referred to as a bleed function.

As can be further seen in fig. 1g, the supply via port P11 (from the main source of pressurized fluid) will be blocked by the at least one resiliently deformable structure 132. More specifically, due to the downward movement of the valve seat 130 against the force of the spring 128, the at least one elastically deformable structure 132 is at a level within the guide 124 where the flow of pressurized fluid cannot reach the plurality of vertically defined grooves (not shown in fig. 1g, but see '308' of fig. 3). As already mentioned in the explanation of the other figures, the resulting combination of the at least one elastically deformable structure 132 and the sliding surface 126 of the guide 124 forms a fluid tight seal, for example. The pressurized fluid flow path may be followed via said path 134 noted in fig. 1 g.

In any event, intermediate valve unit 118 is configured such that even in the presence of a leak in port P22, a throttled small flow of pressurized fluid to port P12 is maintained. This is accomplished, for example, by providing an additional flow path 134a (alternatively, see also the path labeled in first slot '202' in fig. 2) within guide 124 that maintains a small flow of pressurized fluid that is throttled and thus provides a supply to port P12. Providing such throttled smaller flows of pressurized fluid to ports P12 and P22, particularly when there is a leak in the line connected to, for example, port P22, can be considered as one of the technical effects of the features in question. In addition, the throttled supply to port P12 is vented by a rupture in the line connected therein.

Fig. 1h is one operational state of the valve 100, which is a state after the state of the valve 100 when the driver removes the force exerted on the brake pedal. This operating state of fig. 1h is also part of the bleed function achieved by the overall structure of the valve 100 of the present invention. When the driver is not depressing the pedal, the pressure from the main circuit, typically provided to the traction portion of the vehicle, is turned off. As a result, the pressurized fluid applied to port P41 is also at least temporarily stopped. The upward movement of the first piston 102 along the axis 108 is shown by the arrow mark 'AM' in fig. 1 h.

As can be seen from the above, the gap between the valve seat 130 and the lateral extension 120 is removed as the extension member 114 moves upward. Thus, the fluid connection between port P11 and port P22 is interrupted. However, a fluid connection between ports P11 and P12 was established. In contrast to fig. 1g, it can be noted that the pressure from the line connected to port P12 is not released to the atmosphere since there is no gap between the valve seat 130 and the lateral extension 120.

The operating states represented by fig. 1i and 1j are similar to the operating states explained in fig. 1g and 1 h. However, the difference is that the source of pressurized fluid controlling the operating state of the valve 100 arrives through port P42. In fig. 1i, the inflow of pressurized fluid via port P42 causes the second piston 104 to move vertically downward as a result of the impact of the pressurized fluid being received on the top surface 104s and on the wing-shaped members 114a of the extension member 114. Apart from this difference, the operation of the valve 100 is similar to that shown with reference to fig. 1g and 1 h. For example, the fluid flow associated with ports P11, P12, and P22 of fig. 1i is similar to that shown in fig. 1g, and the fluid flow shown with respect to ports P11, P12, and P22 of fig. 1j is similar to that shown in fig. 1 h. Therefore, the description of the functioning of the valve 100 will not be repeated here. It may be noted, however, that in fig. 1j, the operating state is achieved as a result of the upward movement of the second piston 104 (see the arrow labeled 'AM' in fig. 1 j). The bleed function, including throttling of the fluid flow, achieved by the intermediate valve unit 118 as described with reference to fig. 1g and 1h is also applicable to fig. 1i and 1 j.

It should be noted that the operation of the valve 100 explained in connection with fig. 1 a-1 j is provided only for understanding the general operation of the valve, and technical references provided in connection with the intermediate valve unit 118 should be read in connection with the detailed explanation provided below.

Fig. 2 shows a cross-sectional view of a portion of a valve 100 (i.e., a trailer control valve) according to an embodiment of the present invention. In particular, the indicated part is the intermediate valve unit 118 of the valve 100.

Reference is also made to the bleed function specifically explained in connection with fig. 1 g-1 j, wherein the action of the intermediate valve unit 118 is further exemplified in achieving said bleed function and the throttled flow of pressurized fluid within the valve 100. Although the bleeding function and the function of the valve unit 118 have been explained fully in connection with fig. 1g to 1j, it should be emphasized that the term "bleeding" function is merely a technical term for a valve in an electro-pneumatic brake circuit of a vehicle-trailer combination known to a person skilled in the art.

According to this embodiment, as shown in fig. 2, the at least one elastically deformable structure 132 comprises an elastomeric lip seal or an elastomeric sealing element having at least two sealing lips 132a and 132 b. Together, the sealing lips 132a and 132b may provide a better fluid tight seal as the valve seat 130 moves down the axis 108. In any case, the two sealing lips 132a and 132b may provide improved sealing performance because it contacts a flat surface, such as the sliding surface 126 of the guide 124. More information on this is provided below.

According to an embodiment, it can be seen that an elastomeric lip seal or elastomeric sealing element (132a or 132b) is attached to the first valve seat 130. For example, as can be seen in fig. 2, the elastomeric lip seal 132 is continuous, similar to the sheet material covering the first valve seat 130. However, this may not be necessary. While this arrangement of the elastomeric lip seal 132 covering the valve seat 130 is preferred, it is envisioned that only the bottom of the elastomeric lip seal 132 is made of a resilient material and the outer cover plate disposed over the valve seat 130 may be made of, for example, metal or plastic. According to an embodiment, the sealing means (comprising at least one elastically deformable structure 132) comprises a metal sheet at least partially covering the first valve seat 130, e.g. covering the outer side thereof. For reference only, an inner side or surface of the first valve seat 130 receives the spring 128 (see, e.g., fig. 1 a-1 j and 2), and a side or surface opposite the inner or inner side is an outer or outer surface. According to another embodiment, the metal sheet (covering the valve seat 130) comprises an arrangement for receiving the elastomeric lip seal (e.g., 132).

According to yet another embodiment, the elastomeric lip seal 132 has at least one protrusion, e.g., 132a, that contacts the sliding surface 126 of the guide 124.

Unlike fig. 2, it should be noted that the sliding surface 126 is provided as a curved surface at the top thereof, or that at least a part of the sliding surface 126 is a curved surface (see "212" of fig. 2 and 3). For example, the guide 124 may include a plurality of protrusions, such as the protrusion labeled '210' in fig. 2. Between the protrusions 210 there may be a plurality of vertically defined grooves (not shown in fig. 2, but see e.g. '308' of fig. 3). The sliding surface 126 includes a containing surface 212 at the region where at least a portion of the protrusion 210 is located. The technical effect of this curvilinear surface 212 is to provide a fluid tight seal, e.g., with varying degrees of sealing, in conjunction with the elastomeric lip seal or elastomeric sealing element 132. For example, the fluid-tight seal is tighter at the bottom than at the top between seal 132 and surface 212. Although this may not be the only technical reason for providing such a fluid tight seal, it still plays a role in restricting the flow of the throttling fluid, as also described with reference to fig. 1g to 1j (see above). As the valve seat 130 moves downward due to the impact of the extension member 114, the elastomeric lip seal or elastomeric sealing element 132 forms a fluid tight seal or increasingly tight seal with the sliding surface 126, also due to the curvilinear surface 212 at the top. In certain embodiments, the sliding surface 126 of the guide 124 forms a seal complementary to the at least one elastically deformable structure 132, wherein the sliding surface 126 has the curvilinear surface 212. In other embodiments, the sliding surface may be other components within the housing 110 of the valve 100.

In certain embodiments of the present invention, it is contemplated that at least one resiliently deformable structure 132, such as an elastomeric lip seal (see, e.g., fig. 4 and/or 5 and corresponding description thereof) or an elastomeric sealing element comprises an O-ring (see, e.g., fig. 6 and corresponding description thereof).

This is one of the most preferred features of the present invention wherein the curvilinear surface 212 and the at least one elastically deformable structure 132 form a sealing arrangement, and wherein the valve 100 is configured such that linear movement of the first valve seat 130 along the longitudinal axis (e.g., 108) enables variable flow of pressurized fluid, for example, generally within the valve 100 or within the intermediate valve unit 118. This flow is referred to as "throttling or flow reduction of the pressurized fluid" in some of the above embodiments. As an alternative, it is pointed out that the movement of the first valve seat 130 along the axis 108 enables opening and closing of a plurality of grooves (see e.g. '308' of fig. 3) in the guide 124. In particular, this is enabled due to the design of the guide 124 (see fig. 3 for more information). As shown in fig. 2, flow path 134 illustrates the direction or path of pressurized fluid entering port P11 (not shown in fig. 2). The flow path 134 splits into two paths, "204 a" and "204 b," at the second slot 204 of the guide 124 as it travels within the guide 124.

Due to the impact of the extension member 114 against the valve seat 130, the valve seat 130 moves against the resistance of the spring 128. Due to the movement of the valve seat 130, the elastically deformable structure 132 is now at a level where it forms a fluid tight seal with the sliding surface 126 of the guide 124. At that level, the plurality of grooves (see '308' of fig. 3) do not receive or cannot receive the pressurized fluid flow along the path 204a, and thus, the fluid flow is blocked. On the other hand, however, an additional path 204b is created due to the first slot 202 provided in the guide 124. The slot 202 enables a throttled amount of pressurized fluid to flow and connects port P11 with at least one of ports P12 and P22 along path 204 b. For example, because there is a gap between the first valve seat 130 and the lateral extension 120, the connection between ports P11 and P22 is enabled. For ease of understanding, the orientation of the ports P11, P12, and P22 with respect to the valve 100 is provided in fig. 2.

In addition, FIG. 2 shows a seat 206 for the retention spring 128. In particular, the seat 206 is shown as having concentric cylindrical structures (not labeled) and the spring 128 is retained between the structures.

As can also be seen in fig. 2, a housing 208 is shown surrounding the guide 124, according to an illustrative embodiment. According to one embodiment, the housing 208 surrounding the guide 124 includes the lateral extension 120. For example, it will be appreciated by those skilled in the art from fig. 2 that the housing 208 is not shown as being integral with the housing 110, and that in the same case, it is also contemplated that the housing 208 is coaxial with the guide 124. However, the housing 208 may be integral with the housing 110. One skilled in the art can envision such work with respect to design.

Fig. 3 shows an isometric view of the guide 124 of the portion or intermediate valve unit 118 of the trailer control valve or valves 100 according to an embodiment of the present invention.

As can be seen in fig. 3, the guide 124 includes a plurality of vertically defined grooves 308, the grooves 308 opening and/or closing based on linear movement of the first valve seat 130 along the sliding surface 126. As described above with reference to fig. 2, upward movement of the first valve seat 130 opens the possibility of pressurized fluid flowing through the groove 308, while downward movement of the valve seat 130 below the level of the groove 308 does not open this possibility. Furthermore, how the sliding surface 126 of the guide 124 curves after forming the level of the curved surface 212 cannot be clearly seen from fig. 3 due to its view. However, this can be seen from the cross-sectional view provided in fig. 2.

In addition, a second slot 204 of the guide 124 is also shown in fig. 3. The second slot 204 enables pressurized fluid to flow from port P11, for example.

More importantly, throughout fig. 1 a-3 and their corresponding detailed description, the valve 100 has been disclosed in various details ranging from principles of operation to structural features. Various details pertain to a single embodiment unless and otherwise specifically stated as different embodiments.

Fig. 4 is a schematic view of a valve 100 according to an embodiment of the present invention.

It should be noted that not only by fig. 4, but also by fig. 5 and 6, only schematic diagrams are provided without detailed views of the components, as already explained in connection with fig. 1a to 1j and fig. 2 and 3 of the present application. Such detailed views are not believed necessary to explain the alternative embodiments described in connection with fig. 4-6. In particular, only the components of the valve 100 necessary to explain the features associated with the embodiment of fig. 4-6 are provided. Further details of the valve 100 remain the same for most of the explanation in connection with fig. 1a to 1j and fig. 2 and 3 of the present application.

As shown in fig. 4, the valve 100 with the first valve seat 130 is shown with two elastomeric sealing elements or elastomeric lip seals including two lips 132a and 132 b. This has been shown, for example, in fig. 2, where two lips 132a and 132b of similar form are shown. However, in addition to that shown in FIG. 2, the valve 100 shown in FIG. 4 also includes a complementary sealing device 126 a. The complementary sealing device 126a may be made of, for example, a polymer or metal material. For example, a complementary sealing device 126a is shown attached to surface 126. However, it should be noted that this need not be the case. In other words, the complementary sealing device 126a may also be attached to any inner surface of any other component of the housing 110 (see fig. 1 a-1 j). The primary purpose of the complementary sealing device 126a is to facilitate the formation of a fluid tight seal in combination with an elastomeric sealing element or elastomeric lip seal having two lips 132a and 132b when fluid is introduced, for example, via port P11, thereby preventing fluid flow between the valve seat 130 and the surface 126. The orientation of ports P12 and P22 is shown in fig. 4 for illustrative purposes only.

The valve seat 130 is configured to move linearly in an upward direction and a downward direction along the axis 108, as indicated by the labels 'U' and 'D' in fig. 4, respectively. However, the orientation of the reference axis "108" in the upward direction U ' and the downward direction ' D ' is applicable to all embodiments of the present application, so that the actual meaning of "upward" and "downward" is clearly understood by those skilled in the art.

The range of movement of the valve seat 130 is marked with the label 'R' in fig. 4, which also applies to fig. 5. With movement within said range 'R', the valve seat 130 cooperates with the complementary sealing means 126 a. It should be noted, however, that the fluid-tight seal between lips 132a and 132b and surface 126 is not applicable for the entire range of motion 'R' for valve seat 130. As shown in fig. 3, for example, there may be grooves 308 above a certain level within the range of movement of the valve seat 130 within the range 'R', after which fluid supplied via, for example, port P11 escapes between the grooves 308. Thus, a throttled flow of pressurized fluid supplied via port P11 may be achieved according to the present embodiment.

Fig. 5 is a schematic view of the valve 100 according to another embodiment of the present invention.

According to the embodiment associated with fig. 5, the valve 100 includes a valve seat 130 having a single elastomeric deformable structure 132. For example, the elastomeric deformable structure 132 may be attached directly to the valve seat 130 or to an intermediate cover plate (not shown in fig. 5) between the elastomeric deformable structure 132 and the valve seat 130. The elastomeric deformable structure 132 cooperates with a complementary sealing device 126 provided in association with, for example, the housing 110 or any component within the housing 110, such as the guide 124.

Fig. 6 is a schematic view of a valve 100 according to yet another embodiment of the present invention.

According to the present embodiment, in addition, a cover plate 130a has been disposed above the valve seat 130. In addition, the cover plate 130a includes a slot 132c in which an elastomeric deformable structure in the form of an O-ring 132d is disposed. The O-ring 132d is in fluid tight contact with the complementary sealing device 126a such that pressurized fluid entering via port P11 does not pass therebetween. Reference to the embodiment associated with fig. 4 and 5 is made with respect to a complementary sealing device 126 a.

Finally, it should be noted that throughout the application when referring to the term "fluid" preferably we mean 'air'.

List of reference numerals (part of the description)

100-valve for controlling the flow of pressurized fluid to a trailer attached to a vehicle, or simply 'trailer control valve'

102-first piston

102 s-the top surface of the first piston 102

102 p-multiple relay pistons

104-second piston

104 s-top surface of second piston

106-covering

108-axis or longitudinal axis

110-outer casing

112-spring supporting linearly extending member "114

114-linear extension member

114 a-wing member of the linear extension member 114

116-general direction of flow of pressurized fluid

118-intermediate valve unit

120-lateral extension

124-guide piece

126-sliding surface in guide 124

126a sealing device

128-spring

130-first valve seat

130 a-a cover plate disposed over the first valve seat 130

132-elastically deformable structure

132 a-first sealing lip ("first of the at least two sealing lips")

132 b-second sealing lip ("second of the at least two sealing lips")

132 c-slot

132d-O ring

134-flow path within intermediate valve unit 118, as shown in FIGS. 1 b-1 j

134 a-additional flow path within intermediate valve unit 118, 202 shown in fig. 1 b-1 j-first slot within the body of guide 124 shown in fig. 2

204-second Slot

204 a-the first of the two flow paths created by, for example, the design of the slots 202, 204 in the guide 124

204 b-the second of the two flow paths due to, for example, the design of the slots 202, 204 in the guide 124

206-holder retention spring 128

208-shell

210-projection of guide 124

212-curved surface of guide 124

308-groove

P11-Port for receiving pressurized fluid from a supply (such as a reservoir)

P12-Port for supplying supply pressure for applying trailer brakes

P22-Port for providing "control" pressure or for providing pressurized fluid to control trailer brakes

P41-Port for receiving pressurized fluid from a Main control pressure Source, e.g. foot brake valve for controlling trailer brakes

P42-Port for receiving auxiliary control pressure from a foot brake valve, for example, for controlling a trailer brake

P4-port for receiving control pressure from a hand brake valve for controlling the trailer brakes,

"AM" -arrow marks indicating the movement of different components (such as pistons) within the trailer control valve.

Claims (12)

1. A trailer brake control valve (100) comprising:

a housing (110) comprising a lateral extension (120) and a guide (124), the guide (124) having a sliding surface (126);

a first port (P11) to receive pressurized fluid from a first source of pressurized fluid;

a second port (P22) selectively connected to the first port (P11), wherein the second port (P22) is configured to provide a control pressure to one or more brakes at a trailer (200);

a third port (P12) operatively connected to the first port (P11), wherein the third port (P12) is configured to provide a supply pressure to the brakes provided at the trailer (200); and

an intermediate valve unit (118) configured to directly facilitate a connection between at least the first port (P11) and a second port (P22), wherein the intermediate valve unit (118) comprises:

a spring (128);

a first valve seat (130) supported by the spring (128), the valve seat (130) experiencing an upward force due to the spring (128) and engaging with the lateral extension (120) of the housing (110), wherein the first valve seat (130) is configured to move in a downward direction (D) upon experiencing a downward force greater than an elastic force of the spring (128), thereby disengaging from the lateral extension (120) of the housing (110), and to disengage from the lateral extension (120) of the housing (110), and

characterized in that the intermediate valve unit (118) additionally comprises a sealing arrangement attached to the first valve seat (130), wherein the sealing arrangement comprises at least one elastically deformable structure (132), the at least one elastically deformable structure (132) forming a fluid tight seal in association with the sliding surface (126) of the guide (124) of the housing (110).

2. The valve (100) according to claim 1, wherein the at least one elastically deformable structure (132) comprises an elastomeric lip seal or elastomeric sealing element (132 a; 132b) having at least one sealing lip (132 a; 132b) and preferably at least two sealing lips (132 a; 132 b).

3. The valve (100) of claim 2, wherein the elastomeric lip seal or elastomeric sealing element (132 a; 132b) is attached directly or indirectly to the first valve seat (130).

4. The valve (100) according to claim 2 or 3, wherein the elastomeric lip seal or elastomeric sealing element (132 a; 132b) has at least one protrusion (132), the at least one protrusion (132) being in contact with the sliding surface (126) of the guide (124).

5. The valve (100) of claim 1, wherein the sealing means comprises a metal sheet at least partially covering the first valve seat (130).

6. The valve (100) of claim 5, wherein the metal sheet comprises a setting for receiving the elastomeric lip seal or elastomeric sealing element (132a or 132 b).

7. The valve (100) of any of the above claims, preferably wherein the elastomeric lip seal or elastomeric sealing element (132a or 132b) comprises an O-ring.

8. The valve (100) according to any of the preceding claims, wherein the sliding surface (126) of the guide (124) forms a complementary sealing arrangement of the at least one elastically deformable structure (132), wherein a portion of the sliding surface (126) has a curvilinear surface (212).

9. The valve (100) of claim 8, wherein the curvilinear surface (212) and the at least one elastically deformable structure (132) form the sealing arrangement, and wherein the valve (100) is configured such that linear movement of the first valve seat (130) along a longitudinal axis (108) enables variable flow of pressurized fluid.

10. The valve (100) of claim 9, wherein the guide (124) includes a plurality of vertically defined grooves (308) that open and/or close based on linear movement of the first valve seat (130) along the sliding surface (126).

11. The valve (100) of any of the above claims, wherein the intermediate valve unit (100) is configured such that the intermediate valve unit (100) provides a throttled flow of pressurized fluid to the third port (P12) even if a leak is detected in the second port P22.

12. Use of a valve (100) according to any one of the preceding claims in a vehicle of the trailer-trailer combination type.

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