Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T15/00—Construction arrangement, or operation of valves incorporated in power brake systems and not covered by groups B60T11/00 or B60T13/00
  • B60T15/02—Application and release valves
  • B60T15/18—Triple or other relay valves which allow step-wise application or release and which are actuated by brake-pipe pressure variation to connect brake cylinders or equivalent to compressed air or vacuum source or atmosphere
  • B60T15/24—Triple or other relay valves which allow step-wise application or release and which are actuated by brake-pipe pressure variation to connect brake cylinders or equivalent to compressed air or vacuum source or atmosphere controlled by three fluid pressures
  • B60T15/243—Trailer control valves

Definitions

• the invention relates to a valve for a brake system associated with a trailer portion of a vehicle that comprises a vehicle portion and said trailer portion attached to the vehicle portion.
• valves may be referred as “trailer control valves”.
• the present invention relates to the trailer control valve that operates as a part of a pneu- matic braking system for applying brakes to the trailer.
• the controlled release may refer to turning 'ON' or OFF' or providing the pres- surized fluid with varying flow rate, quantity, and/or velocity during different operating states of the trailer control valve selectively to one or more output ports.
• the conventional trailer control valves may allegedly achieve said controlled release of the pressurized fluid, there is nevertheless a need to improve certain construc- tional features of the trailer control valves to provide optimal and controlled flow path for the pressurized fluid within the valve.
• the brake pressure supply to e.g., trailer brakes has to be ensured.
• This actuation mechanism ensures a metered and/or controlled flow of the pressurized fluid from a supply port (e.g., P11 - suitable for receiving the pressurized fluid from a brake fluid source) to a control port (e.g., P22 - suitable for supplying a control pressure to the trailer brake) and a trailer brake supply port (e.g., P12 - suitable for supplying a supply pressure to the trailer brakes).
• the wheels associated with the trailer include a brake actuator that receives the pressurized fluid from the above-mentioned valve.
• the trailer brakes apply brake on the respective wheels via, e.g., wheel-end brake assemblies.
• a valve for controlling flow of pressurized fluid to a trailer attached to a vehicle or simply, a trailer control valve comprises a housing including a lateral extension and a guide with a sliding surface, a first port (P11) for receiving pressurized fluid from a first source of pres- surized fluid (e.g., a fluid reservoir or an air reservoir storing pressurized air), a second port (P22) being selectively connected to the first port (P11), wherein the second port (P22) is configured to provide control pressure to one or more brakes at a trailer or alter- natively, e.g., a trailer portion of the vehicle-trailer combination, and for instance, wherein the second port (P22) may be denoted with yellow color, a third port (P12) operably con- nected to the first port (P11), wherein the third port (P12) is configured to provide supply pressure to the brakes provided at the trailer, and
• a first source of pres- surized fluid e.g.,
• the intermediary valve unit comprises a spring, a first valve seat being supported by the spring, the valve seat experiencing an upward force due to the spring, and engaging with the lateral extension of the housing, wherein the first valve seat is configured to move in a downward direction on experiencing a downward force that is greater than the elastic force of the spring thereby disengaging from the lateral extension of the housing, and characterized in that, the intermediary valve unit additionally comprises sealing means that is attached to the first valve seat, wherein the sealing means includes at least one elastically deformable structure that forms a fluid tight sealing in association with the sliding surface of the guide of the housing.
• One of the technical advantages of said intermediary valve unit is to facilitate the above- mentioned throttled and/or controlled flow of the pressurized fluid due to the usage of elastically deformable structure within the intermediary valve unit in association with, inter alia, the sliding surface of the guide.
• the sealing so formed between the elastically de- formable structure and the guiding surface can facilitate variable flow, e.g., due to the upward and/or downward movement of the valve seat.
• the guide is disclosed, for instance, to have a plurality of vertically defined grooves and the elastically deformable structure is provided that reciprocates in combination with the first valve seat along a longitudinal axis.
• the elastomeric deformable structure after a certain limited movement along the axis, may either at least partially close and/or open the flow passage via said grooves for the pressurized fluid to flow through.
• said at least one elastically deformable structure includes an elastomeric lip seal or an elastomeric sealing element with at least one seal- ing lip.
• the elastomeric lip seal is either di- rectly or indirectly attached to the first valve seat.
• the elastomeric lip seal or the elastomeric sealing element has at least one protrusion making contact with the sliding surface of the guide. While the term 'lip seal’ may not be part of the technical parlance of a skilled person in the field of pneumatic brake systems, the explanation is provided herewith while explaining the technical effect of said feature.
• the elastomeric lip seal extends above or protrudes from, e.g., an outer surface of the first valve seat.
• the term lip seal may represents its orientation taking the cross-sectional view.
• This extending and/or protruding lip seal or the elastomeric lip seal facilitates formation of the fluid tight sealing when a contact is made with the sliding surface of the guide.
• usage of elastomeric material enables varying tightness through elastically deformable sealing means.
• the elastomeric lip seal can have more than one protrusion so that e.g., suitable and optimally designed sealing structure can be designed that complements the sliding surface of the guide.
• the sealing means includes a metal sheet at least partially covering the first valve seat.
• the first valve seat may be at least partially made of the metal sheet.
• the metal sheet includes a provision for receiving the elastomeric lip seal or the elastomeric sealing element. For instance, since the metal sheet is associated with the valve seat, it is configured to contact the lateral extension for opening and closing a cir- cular orifice that is created due to the lateral extension.
• the lateral extension as can also be derived from the accompanying figures, is circumferentially arranged and is symmetric about axis (e.g., '108’ labeled in figures) within the valve.
• axis e.g., '108’ labeled in figures
• the elastomeric lip seal or an elastomeric sealing element includes an O-ring.
• O-rings can, for example, be easily assembled to the first valve seat and reduce the assembly effort. Moreover, O-rings are relatively easier to manufacture and are sometimes, readily avail- able in the market.
• the sliding surface of the guide forms a complementary sealing means to the at least one elastically deform- able structure, wherein a portion of the sliding surface has a curvilinear profile or surface.
• the curvilinear surface and the at least one elastically deformable structure form the sealing means and wherein the valve is config- ured such that linear movement of the first valve seat along a longitudinal axis enable a variable flow of pressurized fluid.
• the variable fallow of the pressurized fluid is enabled due to the design of the curvilinear surface of the guide and the sealing means.
• the curvilinear surface for instance, in combination with the guide, may enable varying tightness.
• the guide includes a plu- rality of vertically defined grooves which are opened and/or closed based on the linear movement of the first valve seat along the sliding surface.
• the presence of the vertically defined grooves assists in releasing the pressur- ized fluid in a variably controlled manner.
• the valve seat for instance, moves in an upward direction (U)
• the grooves allow the pressurized fluid to flow through them in a streamlined manner.
• the guide may in- clude one or more slots for letting the pressurized fluid to an outlet port that is connected, for instance, said second and third ports.
• the intermediary 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) and more preferably, the port P22 even when there is a , leakage detected in second port P22.
• This is enabled, for instance, to facilitate supply of the pressurized fluid when there is a leakage detected in second port P22.
• the supply of controlled flow of pressurized fluid to the supply port P12 at least should be ensured as a linear extension of the valve is actuated. This ensures at least supply of the supply pressure to the trailer brakes under failure conditions at e.g., port P22.
• valve in accordance with any one of the above embodiments in tractor- trailer combination type of vehicle is claimed.
• the towing vehicle portion which is the tractor for instance, may have braking system actuated by hydraulic fluid; however, the trailer brakes may be controlled using the pressurized air.
• the valve for controlling trailer brakes as per the current invention can also be used in such hybrid i.e., hydraulic- pneumatic brakes for the tractor-trailer combination type of vehicles.
• Fig. 1a shows a cross-sectional view of a valve for controlling flow pressurized fluid to a trailer (schematically shown), in particular its brakes that is attached to a vehicle e.g., tractor in accordance with an embodiment of the present invention
• Figs. 1b to 1j illustrates various operating states of the valve for controlling flow of the pressurized fluid to a trailer (schematically shown) with attached to a vehicle e.g., tractor in accordance with an embodiment of the present invention
• Fig. 2 shows a cross-sectional view of a portion of said trailer control valve, in particular an intermediary valve unit in accordance with an embodiment of the present invention
• Fig. 3 illustrates an isometric view of a guide of said portion of said trailer control valve (e.g., an intermediary valve unit) in accordance with an embodiment of the present inven- tion;
• said portion of said trailer control valve e.g., an intermediary valve unit
• Fig. 4 is a schematic view of said valve in accordance with an embodiment of the present invention.
• Fig. 5 is a schematic view of said valve in accordance with another embodiment of the present invention.
• Fig. 6 is a schematic view of said valve in accordance with yet another embodiment of the present invention.
• FIG. 1a shows a cross-sectional view of a valve 100 for controlling flow of the pressurized fluid to a trailer 200 (schematically shown), in particular its brakes, that is attached to a vehicle e.g., tractor in accordance with an embodiment of the present invention.
• a valve 100 for controlling flow of the pressurized fluid to a trailer 200 (schematically shown), in particular its brakes, that is attached to a vehicle e.g., tractor in accordance with an embodiment of the present invention.
• trailer brake control valves for the sake of simplicity may be referred to as trailer brake control valves.
• Said valve 100 comprises a housing 110 that is shown, for instance, to include a plurality of pistons and ports (more on this below), and covering 106 to cover a top portion of valve 100. All of said ports and said pistons are however not necessary or essential to define the present invention.
• appended claims include the features that are actu- ally necessary for defining the present invention. Further, references will be made while following the course of the description to said pistons and ports nevertheless so that a skilled person able to understand the underlying invention sufficiently and clearly.
• port P41 is to receive pressurized fluid from a primary control pressure source e.g., a foot brake valve for controlling the trailer brakes.
• Port P42 is pro- vided to receive secondary control pressure from e.g., the foot brake valve for controlling the trailer brakes.
• 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 to provide supply pressure for applying the trailer brakes.
• P22 is to provide ‘control’ pressure or to provide pressurized fluid for controlling the trailer brakes.
• housing 110 includes lateral extension 120 and a guide 124 with a sliding surface 126.
• Valve 100 further includes a first port P11 for receiving pressurized fluid from a first source of pressurized fluid, a second port P22 being selectively connected to the first port P11, wherein the second port P22 is config- ured to provide control pressure to brakes provided at trailer 200, and wherein the second port P22 is provided with yellow color. The coloration is merely provided to determine which port is provided for what purpose.
• Valve 100 also in includes a third port P12 oper- ably connected to the first port P11, wherein the third port P12 is configured to provide supply pressure to the brakes provided at trailer 200, and wherein third port P12 is pro- vided with red color.
• Valve 100 further comprises an intermediary valve unit 118 (explained in detail in refer- ence to Fig. 2) configured to facilitate the connection between at least the first port P11 , second port P22 of valve 100.
• Intermediary valve unit 118 comprises a spring 128, a first valve seat 130 that is being supported by spring 128.
• First valve seat 130 experiences an upward force due to spring 128 as can be derived from Fig. 1a, and said valve seat 130 engages with lateral extension 120 of housing 110 e.g., under the influence of spring 128.
• First valve seat 130 is configured to move in a downward direction (D) on experiencing a downward force that is greater than the elastic force of spring 128 thereby disengaging from lateral extension 120 of housing 110.
• D downward direction
• intermediary valve unit 118 additionally comprises sealing means attached directly or indirectly to first valve seat 130.
• the sealing means includes at least one elas- tically deformable structure 132 that forms a fluid tight sealing with sliding surface 126 of guide 124 of housing 110.
• the details of intermediary valve unit 118 can be found, for instance, in the description associated with Fig. 2 of the present application.
• valve 100 As illustrated in fig. 1a will be explained below. However, detailed operating states of valve 100 is illustrated and explained in association with Figs. 1b to 1j.
• Housing 110 generally also includes a first piston 102 with a top surface 102s.
• a driver situated in a tractor driver cabin presses a brake pedal pressurized fluid enters port P41 shown in fig. 1a.
• Said pressurized fluid impinges on top surface 102s of said first piston 102 as illustrated with tiny arrow marks ‘AM’ in fig. 1a.
• First piston 102 is, for instance, functionally connected to plurality of relay pistons 102p (collectively labeled) in fig. 1a.
• Said plurality of relay pistons 102p are configured to transfer the force on a linear exten- sion member 114 so that the work can be transferred from the impinging pressurized fluid on top surface 102s to subsequent components aligned along axis 108 in e.g., the down- ward direction (see e.g., Figs. 4 to 6 for ascertaining what is meant with the downward direction with arrow marked ‘D’ in said figures).
• Linear extension member 114 further contacts and displaces components of intermediary valve unit 118 within housing 110 to facilitate connection between at least ports e.g., P11 and P22, Intermediary valve unit 118 is generally labelled with a dotted line in fig. 1a. However, the detailed view of said valve unit is shown in fig. 2 of the present application.
• first valve seat 130 is moved or displaced from its initial position. It should be noted however that before any such impact i.e., in its initial position of the linear extension member 114, first valve seat 130 is in contact with lateral extension 120 due to the upward force exerted by spring 128 on a bottom side (not labeled but derivable from fig. 1a) of first valve seat 130.
• first valve seat 130 When first valve seat 130 is in contact with lateral extension 120, no fluid connection between e.g., ports P11 , and P22 is possible. However, following the impact of linear extension member 114 due its downward movement along axis 108, it removes the established contact between first valve seat 130 and lateral extension 120. This enables flow of pressurized fluid from port P11 to (follow arrow mark with arrow head at port P11) port P22. However, on the other hand, a skilled person would appreciate that portions P11 and P12 may always be operatively connected.
• control pressure for operating valve 100 arrives at port P41.
• the working principle of valve 100 when such control pressure arrives at port P41 has been described in the above paragraphs. This is however not inclusive of all the working possibilities of valve 100.
• control pressure may arrive at one of ports P42 and P43, too (see, e.g., figs. 1c and 1f).
• port P42 which is a port configured to receive secondary control pressure from unlabeled foot brake valve
• the impact of the control pressure is received on a second piston 104 and/or directly or indirectly on a por- tion of linear extension member 114.
• control pressure arrives at port P43, which is a port configured to receive control pressure due to an activation of an unlabeled hand brake valve
• port P43 which is a port configured to receive control pressure due to an activation of an unlabeled hand brake valve
• the resulting impact is felt on a portion of linear extension member 114.
• the control pressure fluid flow path is however not shown for such cases in fig. 1a of the present application. More information on this is provided below.
• Figs. 1b to 1j illustrates various operating states of valve 100 for controlling flow pressur- ized fluid to trailer 200 with attached to a vehicle e.g., tractor in accordance with an em- bodiment of the present invention.
• a vehicle e.g., tractor
• FIG. 1b to 1j illustrates various operating states of valve 100 for controlling flow pressur- ized fluid to trailer 200 with attached to a vehicle e.g., tractor in accordance with an em- bodiment of the present invention.
• Fig. 1b shows an operating state of valve 100 where, for instance, the action performed by valve 100 as shown in Fig. 1 a is at least partially reversed.
• first piston 102 moves up as a consequence of e.g., when the driver releases applying pressure on the brake pedal provided in the driver's cabin.
• valve seat 130 reengages and/or establishes contact with lateral extension 120, under the influence of spring 128. This effectively disconnects the connection between, inter alia, ports P11 and P22. What- ever remaining pressurized fluid is left in port P22 is released to the atmosphere as dis- played in Fig. 1b (follow line 116b in Fig. 1b).
• the pressurized fluid from port P11 is how- ever supplied to port P12 as shown in the figure (see arrow mark labeled 116a in Fig. 1b).
• a flow path 134 provided through housing 110, guide 124 and other components of valve 100. This provides the connection between port P11 to a space defined by sliding surface 126 of guide 124.
• the pressurized fluid in the defined space within guide 124 flows through a plurality of vertically defined grooves (not shown in Fig. 1b, but clearly derivable from Fig. 3, see ‘308’) and then to port P12, as can be followed form flow line of the pressurized fluid.
• Fig. 1c illustrates another operating state of valve 100 of the present invention.
• pressurized fluid is received through port P42.
• the impact of the pressurized fluid is realized on at least partially a top surface 104s of second piston 104 of valve 100, and part of a wing member 114a of extension member 114 as can be followed from arrow marks ‘AM’ in Fig. 1c. Due to this downward movement of extension member 114, the contact between lateral extension 120 and valve seat 130 is removed.
• the flow of pressurized fluid from port P11 to ports P12 and P22 is similar to the follow realized in Fig. 1a. Therefore, such an explanation is not repeated here.
• Fig. 1d illustrates yet another operating state of valve 100 when the pressurized fluid source from port P42 as explained in reference to Fig. 1c is removed.
• steps explained in reference to Fig. 1c are at least partially reversed.
• the movement of piston 104 is upward and op- posite to the direction of Fig. 1c.
• valve seat 130 and lateral extension 120 are in contact again.
• the flow of pressurized fluid from port P11 to, inter alia, P22 is prevented. This can be derived from Fig. 1d.
• Fig. 1e illustrates an operating state of valve 100 when a Hand Bake Valve (HBV) is engaged by the driver of the vehicle and this braking force also has to be applied to the brakes of trailer 200 to activate e.g., parking brakes associated with trailer 200.
• HBV Hand Bake Valve
• the pressurized fluid from port P43 is ex- hausted or released to the atmosphere.
• this also results in upward movement of plurality of relay pistons e.g., 104 and 102.
• the pressurized fluid from port P11 to ports P12 and P22 is enabled so that control pressure and supply pressure for the brakes of trailer 200 are transmitted, albeit in a controlled manner.
• a tiny gap may be formed between valve seat 130 and lateral extension 120.
• This gap enables flow of pressurized fluid from ports P11 to, inter alia, port 22.
• the flow of pressurized fluid within intermediary valve unit 118 is similar to the one showed in Figs.1a and 1c therefore further explanation in this regard is not re- peated.
• the flow of pressurized fluid is already shown with flow lines e.g., reference sign ‘116’ and a skilled person would readily be able to understand any such information.
• Fig. 1f illustrates an operating state of valve 100 when said HBV is disengaged by the driver of the vehicle and respective brake has to be released.
• pressure form the control line is exhausted or released into the atmosphere. In other words, no control pressure is supplied via port P22 to the brakes of trailer 200.
• Fig. 1g illustrates an operating sate of valve 100 when there is failure or leakage or rupture in control line connected to port P22 of valve 100.
• the pressurized fluid enters port P41 from the first pres- surized fluid source and impacts top surface 102s of first piston 102.
• the driver applies force on the brake pedal and activates a foot brake valve (not shown in figures)
• the delivery air from a primary circuit of said foot brake valve will be routed to port P41 i.e. primary control port of valve 100 (as shown in Fig. 1g).
• valve 100 As a consequence, extension member 114 moves linearly downward along axis 108, and disengages the contact between valve seat 130 and lateral extension 120.
• the ports P11 and P12 and P22 are now connected. While the flow of the pressurized fluid is similar to what has been illustrated in association with Fig. 1a, it has to be noted that due to leakage in line connected to port P22, the control pressure does not however fully reach the brakes of trailer 200 due to said failure or leakage in connection to port P22.
• the supply line P12 is also vented or exhausted via port P22 due to the leakage.
• the function of valve 100 when such a failure in the line connected to port P22 is experienced is commonly referred to as a dump function.
• Fig. 1g the supply via port P11 (from a primary pressurized fluid source) will be blocked by at least one elastically deformable structure 132. More particularly, due to the downward movement of valve seat 130 against the force of spring 128, at least one elastically deformable structure 132 is at a level within guide 124 where plurality of vertically defined grooves (not shown in Fig. 1g, but see ‘308’ of Fig. 3) cannot be reached by the flow of pressurized fluid. As already mentioned in the explanation of other figures, for instance, the resulting combination of at least one elastically deformable structure 132 and sliding surface 126 of guide 124 forms a fluid tight seal. The pressur- ized fluid flow path can be followed via said path 134 labeled in Fig . 1g.
• intermediary valve unit 118 is configured such that it still maintains throttled minor pressurized fluid flow to port P12 even during the presence of the leakage in port P22. For instance, this is enabled by providing an additional flow path 134a (alternatively see also path labeled within a first slot ‘202’ in Fig. 2) within guide 124 which flow path maintains throttled minor pressurized fluid flow and consequently, providing supply to port P12.
• This throttled minor pressurized fluid flow is provided to port P12 and P22, particu- larly when the leakage in the line connected to e.g., port P22 is present, could be envis- aged as one of the technical effects of the feature in question. Further, the throttled supply to port P12 is exhausted through the rupture in the line connected therein.
• Fig. 1h is an operating state of valve 100 that is subsequent to the state of valve 100, when the driver removes the force applied on the brake pedal.
• This operating state of Fig. 1h is also part of dump function enabled by overall structure of valve 100 of the present invention.
• the pressure form the primary circuit characteristically provided for the towing portion of the vehicle is closed.
• the pressurized fluid applied to port P41 is also at least temporarily stopped.
• Arrow marks 'AM' in fig. 1h shows upward movement of first piston 102 along axis 108.
• Figs. 1i and 1j represent operating states similar to the ones explained in Figs. 1g and 1h. However, the difference is the source of pressurized fluid to control the operating state of valve 100 arrives through port P42. In fig. 1i, the inflow of pressurized fluid via port P42 results in vertically downward movement of second piston 104 as the impact of the pres- surized fluid is received on top surface 104s and on wing member 114a of extension member 114. Except for this difference, the operation of valve 100 is similar to the oper- ation illustrated in reference to Figs. 1g and 1h. For instance, the fluid flow in relation to ports P11 , P12 and P22 of Fig. 1i is similar to the fluid flow illustrated in Fig.
• valve 100 explained in relation to Figs. 1a to 1j is merely provided for understanding of general working of said valve while technical references provided in relation intermediary valve unit 118 are to read in relation to the detailed ex- planation that will be provided below.
• Fig. 2 shows a cross-sectional view of a portion of valve 100 (i.e., trailer control valve) in accordance with an embodiment of the present invention.
• the portion re- ferred to is intermediary valve unit 118 of valve 100.
• At least one elastically deformable structure 132 includes an elastomeric lip seal or the elastomeric sealing ele- ment with at least two sealing lips 132a and 132b.
• sealing lips 132a and 132b may provide better fluid tight seal when valve seat 130 moves downward along axis 108,
• two sealing lips 132a and 132b may provide improved sealing properties as it contacts a flat surface e.g., sliding surface 126 of guide 124. More information on this is provided below.
• the elastomeric lip seal or elasto- meric sealing element (132a or 132b) is attached to first valve seat 130.
• elastomeric lip seal 132 is continuous like a sheet that covers first valve seat 130, This may however not be necessary. While such an ar- rangement of elastomeric lip seal 132 covering valve seat 130 is preferred, it is foreseen that only the bottom portion of elastomeric lip seal 132 is made of elastic material and an outer cover provided over valve seat 130 could for instance be made of metal or plastic.
• sealing means includes a metal sheet covering at least partially first valve seat 130, e.g., on its outer side.
• first valve seat 130 receives spring 128 (see e.g,, Figs. 1 a to 1j and Fig. 2) and the side or surface opposite to the inner surface or inner side is outer side or outer surface.
• said metal sheet (covering valve seat 130) in- cludes a provision for receiving said elastomeric lip seal e.g., 132.
• the elastomeric lip seal 132 has at least one protrusion e.g., 132a makes contact with sliding surface 126 of guide 124.
• sliding surface 126 is provided as a curvilinear surface at its top portion or it should be noted that at least a portion of sliding surface 126 is a curvilinear surface (see ‘212’ of Figs 2 and 3).
• guide 124 may include plurality of protrusions such as the one labeled as '210’ in fig. 2. Between protrusions 210 there could be a plurality of vertically defined grooves (not shown in Fig. 2, but see e.g., ‘308’ of Fig. 3).
• Sliding surface 126 includes an including surface 212, at the region where at least partially protrusions 210are located.
• this curvilinear surface 212 is to provide fluid tight seal in combination with elastomeric lip seal or elastomeric sealing element 132 with e.g., varying tightness.
• tightness of fluid tight seal is between seal 132 and surface 212 at a bottom portion is tighter compared to its top portion. While this may not be the only technical reason behind providing such fluid tight seal, it nevertheless plays certain role in defining throttling fluid flow as de- scribed in reference also to Figs. 1g to 1j (see above).
• sliding surface 126 of guide 124 forms a complementary sealing means to at least one elastically deformable structure 132, wherein sliding surface 126 has said curvilinear surface 212. In other embodiments, it could be other components within hous- ing 110 of valve 100.
• the at least one elastically deformable structure 132 such as elastomeric lip seal (see, e.g., Figs. 4 and/or 5 and their corresponding description) or elastomeric sealing element includes an O-ring (see, e.g., Fig. 6 and its corresponding description).
• valve 100 is configured such that the linear movement of first valve seat 130 along a longitudinal axis (e.g., 108) enable variable flow of the pressurized fluid e.g., within said valve 100 in general or said intermediary valve unit 118.
• This flow is mentioned in certain above embodiments as 'throttled flow or reduced flow of pressurized fluid’.
• the movement of first valve seat 130 along axis 108 en- ables opening and closing of plurality of grooves (see e.g., '308' of Fig. 3) in guide 124.
• flow path 134 shows the direction or path of pressurized fluid entering port P11 (not shown in Fig. 2).
• This flow path 134 while traveling within guide 124 is split at a second slot 204 of guide 124 into two paths, namely ‘204a’ and ‘204b’.
• valve seat 130 Due to the impact of extension member 114 on valve seat 130, valve seat 130 moves against the resistant force of spring 128. Consequent to the movement of valve seat 130, elastically deformable structure 132 is now at a level where it forms fluid tight seal with sliding surface 126 of guide 124. At this said level, the plurality of grooves (see ‘308’ of Fig. 3), the does not or cannot receive pressurized fluid flow following path 204a and hence, the fluid flow is blocked.
• an additional path 204b created due to a first slot 202 provided in guide 124.
• This slot 202 enables flow of throttled amount of pressurized fluid and connects port P11 with at least one of ports P12 and P22 following path 204b. For instance, connection between port P11 with P22 is enabled also because there is gap between first valve seat 130 and lateral extension 120. Orientation of ports P11 , P12 and P22 in relation to valve 100 is provided in Fig. 2 for the sake of convenience of understanding.
• Fig. 2 displays a holder 206 for retaining spring 128.
• holder 206 is shown to have concentric cylindrical structures (not labeled) and spring 128 is retained between said structures.
• an enclosure 208 is shown which surrounds guide 124.
• enclosure 208 that surrounds guide 124 includes lateral extension 120.
• enclosure 208 is not shown to be integral to housing 110 and in the same instance, it may also be conceivable that it is coaxial to guide 124.
• enclosure 208 may be integral with housing 110.
• Such work around designs may be envisaged by a person skilled in the art.
• Fig. 3 illustrates an isometric view of guide 124 of said portion or intermediary valve unit 118 of said trailer control valve or valve 100 in accordance with an embodiment of the present invention.
• guide 124 includes a plurality of vertically defined grooves 308 which are opened and/or closed based on the linear movement of first valve seat 130 along sliding surface 126.
• first valve seat 130 opens the possibility of pressurized fluid to flow through grooves 308 whereas the downward movement of valve seat 130 below the level of grooves 308 does not.
• how sliding surface 126 of guide 124 is curvilinear after a level to form curvilinear surface 212 is not clearly derivable from Fig. 3 due to its view. However, this can be derived from cross-sectional view provided in Fig. 2.
• Second slot 204 of guide 124 is also shown in Fig. 3. Second slot 204 ena- bles, for example, the flow of pressurized fluid from port P11.
• valve 100 has been disclosed in various details from working principle to constructional features. They all belong to a single embodiment, unless and otherwise specifically claimed as a different embodiment.
• Fig. 4 is a schematic view of valve 100 in accordance with an embodiment of the present invention. It is noted that not only through Fig. 4, but also through Figs. 5 and 6, that only schematic view is provided without detailed view of components as has already been explained in conjunction with Figs. 1 a to 1j and Figs. 2 and 3 of the present application. It is believed that such detailed views are not necessary for explaining the alternative embodiments described in association with Figs. 4 to 6. In particular, only components from valve 100 that is necessary for explaining the features related to the embodiments associated with Figs. 4 to 6 are provided. Further details of valve 100 remain mostly same as explained in conjunction with Figs. 1a to 1j and Figs. 2 and 3 of the present application.
• valve 100 with first valve seat 130 is shown to have two elastomeric sealing elements or elastomeric lip seal with two lips 132a and 132b.
• valve 100 as displayed in Fig. 4 includes complementary sealing means 126a.
• Complementary sealing means 126a can be made, for instance, of a polymeric or metallic material.
• com- plementary sealing means 126a is shown to be attached to surface 126. It is nevertheless noted that it does not have to be the case.
• complementary sealing means 126a may be attached to any internal surface of any other component of housing 110 (see Figs. 1a to 1j) too.
• the primary purpose of complementary sealing means 126a is facilitate formation of fluid tight sealing in combination with elastomeric sealing elements or elastomeric lip seal with two lips 132a and 132b when the fluid, for instance, is intro- quizd via port P11 thereby prevent flow of the fluid between valve seat 130 and surface 126.
• the orientation of ports P12 and P22 are merely shown for the sake of illustration in Fig. 4.
• Valve seat 130 is configured to linearly move along axis 108 in upward and downward direction as indicated with markings ‘U’ and ‘D’ respectively in Fig. 4.
• the orientation of upward and downward directions ‘U’ and ‘D’ with due reference to axis ‘108’ is however applicable for all the embodiments of the present application so that a skilled person clearly derives what is actually meant by ‘upward’ and ‘downward’.
• the range of movement of valve seat 130 is marked with label ‘R’ in Fig. 4, which is applicable for Fig. 5 too. With the movement in said range ‘R', valve seat 130 cooperates with complementary sealing means 126a.
• fluid tight seal be- tween lips 132a and 132b and surface 126 is not for entire range of movement ‘R’ by valve seat 130.
• a throttled flow of pressurized fluid supplied via port P11 may be achieved in accordance with the present embodiment.
• Fig. 5 is a schematic view of said valve 100 in accordance with another embodiment of the present invention.
• valve 100 includes valve seat 130 with single elastomeric deformable structure 132.
• elastomeric deformable structure 132 may be directly attached to valve seat 130 or attached to an intermediate cover (not shown in Fig. 5) between elastomeric deformable structure 132 and valve seat 130.
• Elastomeric deformable structure 132 coordinates with complementary sealing means 126 provided in association with e.g., housing 110 or any component like guide 124 within housing 110.
• Fig. 6 is a schematic view of valve 100 in accordance with yet another embodiment of the present invention.
• cover 130a has been provided above valve seat 130. Further, cover 130a includes a slot 132c in which an elastomeric deformable structure in the form of an O-ring 132d is provided. Said O-ring 132d in com- bination with complementary sealing means 126a forms a fluid tight contact so that the pressurized fluid entering via port P11 does not pass through between them.
• Reference to embodiments associated with Figs. 4 and 5 is made herewith in relation to complemen- tary sealing means 126a.
• valve 100- a valve for controlling flow pressurized fluid to a trailer attached to a vehicle or simply ‘trailer control valve’
• P11- a port for receiving pressurized fluid from a supply source such as a reservoir P12- a port for providing supply pressure for applying the trailer brakes
• P22- a port for providing ‘control’ pressure or for providing pressurized fluid for controlling the trailer brakes
• P41- a port for receiving pressurized fluid from a primary control pressure source e.g., a foot brake valve for controlling the trailer brakes
• a primary control pressure source e.g., a foot brake valve for controlling the trailer brakes
• P42- a port for receiving secondary control pressure from e.g., the foot brake valve for controlling the trailer brakes
• P43- a port for receiving control pressure from a hand brake valve for controlling the trailer brakes ‘AM’ - arrow marks denoting movement of different components such as pistons within the trailer control valve.

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• Engineering & Computer Science (AREA)
• Physics & Mathematics (AREA)
• Fluid Mechanics (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Valves And Accessory Devices For Braking Systems (AREA)

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• 2019
  • 2019-10-14 EP EP19790830.4A patent/EP4045368A1/de not_active Withdrawn
  • 2019-10-14 CN CN201980100278.7A patent/CN114401875A/zh active Pending
  • 2019-10-14 WO PCT/IB2019/058722 patent/WO2021074663A1/en unknown

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