PT92125B - APPROVED AIR BRAKE SYSTEM FOR VEHICLES COMPRISING A MULTIPLE FUNCTION CONTROL VAVULA - Google Patents

Description

Description of the object of the invention that

INTERNATIONAL TRANSQUIP INDUSTRIES INC., North American, industrial, headquartered at 16910 Texas Avenue, Webster, Texas 77598 United States of America, intends to obtain in Portugal, for: PERFECTED AIR BRAKE SYSTEM FOR VEHICLES THAT UNDERSTAND A CONTROL CONTROL VALVE MULTIPLE FUNCTIONS The present invention relates generally to an air brake system for vehicles, a multi-function valve and other valves, and, in one embodiment, to improvements in a system of the type described and claimed in the North Patent -American No. 4,685,744 which is currently associated with this patent application.

The air brake systems for parking, emergency and service that are currently used in trucks, trailers, truck tractors, buses and other vehicles equipped with an air brake, generally include diagram brake chambers for all axles, including axles not guiding. The pressure supply systems that are used in this air brake system generally comprise compressors and tanks together with multiple valves used for the various modes of handling the braking system. In general, two separate air systems are used, namely a service or primary system, and an emergency system

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ΙΤΙΑ, 003 / POR or secondary. In addition to the numerous valves, they vary in construction complexity. These valves include service transmission valves, brake spring control valves, quick release valves and others. Operationally, pedal valves are currently used for service brake applications, and actuated push-pull valves are used for parking and emergency applications. In addition, the power or pressure supply equipment uses automatic one-way and two-way valves or other protection valves to protect air systems from each other.

There are numerous objectives in view when installing two air systems and the very complex valve arrangements that work with those systems. One aim is to provide safety in the event of a complete loss of pressure in one of the systems or in a connection between the tractor and the lorry of a motor vehicle lorry. Another object of these systems is to allow a driver to unlock and re-brake in the event of pressure loss on one side of the system. It is therefore clear that sedimentation and support function are important in air brake systems. In fact, federal and state road safety laws require air systems to meet certain requirements, including not only having a primary / secondary pressure function, but also providing emergency braking and parking before air pressure loss. .

US Patent No. 4,685,744 was an improvement over previous systems of this type in several respects. It includes a brake set on each brake actuating shaft that contains a single diaphragm chamber. The diaphragm drives the brake drive shaft forward to apply the brakes when sufficient pressure is provided next to the inlet opening.

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ΙΤΙΑ, 00 + / POR of the chamber air. On the other hand, a return spring forces the actuator to release the brakes. The inlet opening for the chamber is connected to a two-way open center shuttle valve, one inlet for the valve connected to the service or primary air supply and the other inlet valve connected to the emergency air supply. or secondary. In the service application, the pressure of the service supply increases, thereby closing the emergency inlet side. If there is a failure or loss of pressure on either side, but not both, the valve will close the low pressure side and will normally operate at low pressure in relation to the side under remaining pressure. The brakes include a rack and an emergency plunger that has a tongue end that enters the actuator and moves it into place when there is a loss of pressure supply and the brakes have been applied. Prior to such actuation, an appropriate emergency air pressure supply keeps the tongue end in a disconnected state. After the tongue end switches on, an additional pressure supply applied to the emergency side of the shuttle valve and the plunger will relieve the clamping pressure between rack and tongue, while the tongue is raised from the rack. Following the application of the emergency brake, the mechanical locking piston descends more slowly until air escapes from the tank or after the tank pressure reaches a previously determined level.

In some earlier systems, a primary tank pressure relief valve prevents air flow until the emergency tank is partially filled.

In US patent no. 4,685,744, the service tube is in communication with the primary and emergency systems. Thus, in service operation, the driving air pressure is supplied by both tanks

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Another system on the market is the Bendix DD3. This is a double diaphragm brake, actuated by air and mechanically fixed. The mechanical locking brake assembly includes a tapered actuating rod. The DD3 uses ball bearings instead of a plunger rod. These ball bearings are kept away from the drive rod by air until the emergency brake is applied. When applied, the actuating rod is pushed forward by a smaller diaphragm to initiate the application of the brakes while, at the same time, the air that secures the ball bearing is stinged and a spring forces it to descend on the actuating rod. The ball bearing is prepared to move in only one direction. This allows the drive rod to move forward and apply the brake, but prevents the rod from moving in the opposite direction and relieve the brake.

In order to relieve the emergency brake, air is applied to the smaller diaphragm and the ball bearing. Since the Bendix DD3 system releases the emergency brake with pressure equal to that applied when braking, an independent pedal application is required to release the parking brake. The bendix DD3 does not determine the application time of the locking brake. Apply the brake and connect the ball bearing simultaneously. This can result in very fast contact between the rod and the ball bearing and cause mechanical wear.

In one embodiment, the present invention comprises a multi-function system for controlling and coordinating a vehicle air brake system, which includes a multi-function sequence valve for sequencing and controlling the flow of air under pressure between an emergency braking system and a mechanical locking braking system; a primary or service compressed air tank; an emergency deposit U 61.5 ^ 0

ΙΤΙΑ, 003 / P0R gency or secondary; a supply pipe to supply compressed air to the multi-function sequential valve; and tubes and channels for air flow through the sequential valve and for vehicle brake tanks and assemblies.

In one embodiment, a multi-function sequential valve according to the present invention has a pressure protection valve (in the trailer mode) to ensure that the emergency tank is filled first and allows the brake to be released before a service tank (secondary) being full, or vice versa;

a pressure reducing valve to ensure that air is applied to the brakes with a desired resection;

an emergency control valve to ensure that the system is loaded to a certain safe level before unlocking; in a low pressure mode; ensures that the brakes can still be applied at the desired pressure; there is a pressure greater than that to which it closes, so there is no need to introduce more air each time it is applied with a marginal pressure;

a synchro valve, as soon as brakes are applied, controls the locking pistons of the brakes, so that they are relieved and applied with the desired pressure without necessary wear or friction contact with impulse rod racks;

one-way automatic valve means for controlling and directing flow to the various other valves and tanks;

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/ 'A bypass valve to allow maximum pressure to be released to release the brakes; and inlet openings to let in compressed air from a compressed air supply and tubes or channels through which this air can be controlled controllably to a compressed air tank or tanks in an air brake system and to brake sets and other valves and system devices.

The multi-function sequential valve can be prepared and used to signal any other valve in the system.

The sequential valve described above can be used with a variety of brakes, including but not limited to single diaphragm or two diaphragm brakes, locking piston brakes, and brakes that have a pressure separating valve that controls the lock for one or more diaphragms (cf., for example, U.S. Patent No. 4,685.?44). The present invention also relates to vehicle systems that use air brakes, including but not limited to, tractors, buses, trucks and trailers.

Figure 1 is a schematic view of the channels and valves of the multi-piercing and sequential control valve according to the present invention.

Figure 2 is a schematic view of the system according to the present invention with the multi-function sequential and controlling valve of Figure 1.

Figure 3 is a schematic view of the system of Figure 1.

Figure 4 is a schematic view of a

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system according to the present invention suitable for truck trailers.

Figure 5 is a schematic view of a system according to the present invention.

Figure 6 is a schematic view of a system according to the invention, in which a trailer cannot be moved without complete pressure in both tanks.

Figure 7 θ is a side cross-sectional view of a synchro valve according to the present invention, suitable for use with coil spring brakes 1.

Figure 8 is a side cross-sectional view of an emergency control valve according to the present invention.

Figure 9 is a side cross-sectional view of a pressure reducing valve according to the present invention.

Figure 10 is a side cross-sectional view of a pressure relief valve according to the present invention.

Inside the multi-function controller and sequential valve 10, several interconnected valves are mounted as shown in Figures 2, including a synchro valve 2, an emergency control valve 4, a pressure protection valve 8, a reducing valve 11 pressure valve, a bypass valve 38, a bypass valve 34 that is part of the synchro valve 2, a two-way valve 31, and several automatic one-way valves 32, 33, 36, 37 θ 42. The tern valve a supply opening 2a, an outlet opening 3 ^ 8 and a control opening 2c. The emergency control valve 4 has a supply opening 4a, &

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ΙΤΙΑ, 003 / P0R a delivery opening and a control opening 4c and is in communication with an exhaust opening 49. The pressure protection valve has a supply opening 8a and a delivery opening 8b. The pressure reducing valve 11 has a supply opening 11a, a delivery opening 11b and a probe or control opening 11c. There is a signal opening 39 in the valve body 56 in communication with channels 3 and 63 of valve 10.

Pressure protection valve 8 is mounted on channel 1. Pressure reducing valve 11 is mounted on channel 5 · Emergency control valve 4 is mounted on channel 9 · Synchro valve 2 with its bypass valve 34 it is mounted on a l6 channel. An automatic one-way valve 42 is mounted on a channel 3 »Referring now to figure 1, an automatic one-way valve 36 is mounted on a channel 7 · An automatic one-way valve 32 is mounted on a channel 12. A bypass valve 38 is mounted on a channel 13. An automatic one-way valve 33 is mounted on a channel 15.

The valve 10 and its component valves as well as the system according to the present invention are described herein as used with the braking mechanisms described in United States Patent No. 4,685,744 conform described above. As is evident, the scope of the present invention encompasses the use of its descriptions with other types of braking systems and the claimed embodiments are not limited to embodiments that include apparatus according to this prior art patent.

As can be seen in figure 2, in the coupled mode the automatic one-way valve 42 allows air from a primary deposit 2S to enter through tube 103 θ channel 3 without allowing air to circulate through channel 3 to tank 28.

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If an emergency tank 27 has no pressure, the automatic valve 36 allows the primary tank 28 to maintain pressure. If the primary tank 28 is not pressurized, the automatic valve 42, together with the pressure protection valve 8, allows the emergency tank 27 to maintain pressure. The automatic one-way valve 36 allows air to circulate from the tank 27 without letting the air circulate in the opposite direction again to the tank 27. An automatic one-way valve 32 lets the air fill the tank 27 θ prevents the air from return to supply 6l. In addition, the air flowing through valve 32 ends up circulating and filling the tank 28 through the pressure protection valve 8. An automatic one-way valve 37 allows air to circulate from the pressure reducing valve 11 with the desired reduced pressure made by the pressure reducing valve to the emergency control valve; but valve 37 prevents air that is at maximum pressure from circulating to pressure reducing valve 11. The one-way automatic valve 33 allows air and a maximum pressure from supply 6l to circulate to emergency control valve 4; but valve 33 prevents low pressure air from circulating to and through tubes 15, 14 and 101, or opening 4l. The synchro valve 2 can be adjusted for any delay between the activation of the brake and the connection of the locking pistons by adjusting a spring 139 (shown in figure 7). If the cinero valve or its connected system has a fault, the bypass valve 34 will let the air coming from the opening 34b leak from the plungers 35 which will connect the plunger in a few seconds. The operation of the synchro valve 2, emergency control valve, pressure reducing valve 11 and pressure protection valve 8 is explained in more detail in connection with figures 7-10 · The scope of the present invention covers the existence of a valve

6l.5 ^ 0 ιτιά, OO3 / ENG /.27/CUT.i9S9/ multiple functions and a multiple function fie system as well, which provide the valve and the system with a value in which the valve connections MF 10 are switched in a way that the service tank 28 is filled first, relieving the brakes, and then allow the emergency tank 27 to be filled so that service air is available when the brakes are released.

As shown in figure 3, in a system 50 for a trailer according to the present invention using a sequential and multi-function control valve 10 (MF) according to the present invention, system 50 includes four brakes 21, 22, 23, 2 * '+, two on each of two axles (not shown) of the trailer. It is preferred that these brakes are as described in U.S. Patent No. U.685.7 '* ^ with an automatic two-way shut-off valve 17, 18, 19, 20 for each brake as described herein, but can be used conventional spring brakes and conventional valves. The present invention is not limited to a number of brakes or a certain number of axles.

Returning to the system 50 described in figure 3, the valve 10 MF is connected between several deposits, flow tubes and shut-off valve, as will be described in detail below. A supply pipe 101 provides a channel for air under pressure to circulate to the 10 MF valve and from it to other devices in the system. A push-pull parking brake device 26 is shown connected to the supply pipe 101. The supply pipe 101 is connected in communication with the valve 10 MF.

Air from supply 6l circulates through tube 101, through valve 31 θ through valve 32 (cf. figures 1 and 2), and then exits the MF valve through a flow tube 102 to an emergency air tank 27 ( secondary10

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River). The communication tubes 104, 105, 106, 107 are connected between the 10 MF valve and the automatic two-way swing valves 17, 18, 19, 20 respectively. The air circulates at the desired pressure from the MF valve through the communication pipe 103 to a service tank 28 (primary, supply). A communication tube 108 is connected communicatively between the valve 10 MF and a communication tube 113 (of course, the connection can be made with any of the common tubes 110-112, 114) that extend between a 4th relay valve (service) and the two-way shut-off valve 20. A communication tube 109 is connected between the valve 10 MF and a communication tube 116 connected between the brakes 21, 22.

A service communication pipe 114 is connected between a current type pedal apparatus 25 on a service pipe and the relay valve 40. Communication pipes 110, 111, 112, 113 are connected between the relay valve 40 and the valves two-way shuttle 17, 1θ. 19, 20 respectively. A communication tube 115 is connected between the relay valve 4th and the service tank 28.

Relay valve 40 may be a Type R-12 relay valve manufactured by Bentiix Corporation, heavy Vehucle Systems Group, or equivalent. In general, air applied to the valve service opening from service tube ll4 forces a top-down tetransmission plunger against a bypass spring to open a supply opening connected to tube 115 of tank 28 to allow flow through four supply openings for tubes 110-113. The pressure variation in line 114 causes the supply and delivery holes to open in order to vary accordingly and regulate the amount of application.

The outlet from the supply tank 28 mos11

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draws, for example, four prior art lock sets 21-24, each of which is connected via automatic two-way shut-off valves 17-20 via tubes 110-113. Two of these essentially identical brake assemblies are generally connected to a non-steerable axle, but the present invention is not limited to the use of non-steerable axles.

system 50 of figure 3 has a clapper 10> F whose components XVal ^r ula are described in Figures 1 and 2. The brake assemblies 21-24 are described in greater detail in U.S. Patent No. 4,658,744 . To relieve the brakes when there is no air in the brake system 21-24, air is introduced into the system via the supply communication pipe 101 and an automatic two-way valve 31. This air circulates through the automatic two-way valve 31 to an automatic one-way valve 32 and from there to the emergency air tank 27. At the same time, air circulates to an emergency control valve 4 via an automatic one-way valve 33 and to brakes 21, 22, 23, 24 through the emergency control valve and through tubes 104-107 to the two-way reciprocating valves 17-20 that control actuator-piston assemblies on brakes 21-24 as described in United States Patent No. 4,658,744. The air also circulates through the bypass valve 34 from the synchro valve 2 to the tube 109, then to the bolt plungers of the brake assemblies 21-24. The air also circulates through an automatic valve 36 and a tube 55 to a pressure reducing valve 11, and then through a one-way automatic valve 37 to the emergency control valve 4. At the same time, air is circulated to and through a bypass valve 38 to the emergency control valve. There is an accumulation of air against the diaphragm on the brakes 21-24, air that seeks to impel the brake actuating rods and loosen pistons that are holding the

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The emergency tank 27 is now being filled with compressed air while the diaphragm chambers on the brakes 21-24 are also being filled, increasing the pressure under the pistons that hold the brake actuating rods.

As soon as the emergency tank 27 is filled up to a preset pressure (e.g., air

at a pressure greater than 4.2 kg / cm ~ (6θ psi), the pistons that hold the brake actuating rods raise and disconnect the rods. Then the air flowing to a control opening 4c of the control valve 4 reaches the desired pressure (eg 5 »6 kg / cm) (80 psi) and an outlet opening 4b of the emergency control valve 4 opens. to let the air out of the diaphragm chambers of the brakes 21-24, which allows the driver rods to be chosen. These bars, which propel brake blocks against brake drums (or shoes against drums or discs), retract and thereby release the brakes.

The brakes can be released without air pressure in the primary tank 28. Air from the 6l supply is applied at the desired operating pressure to the 10 MF valve via the 101.0 tank 27 emergency tube must be in operation and must also have operation, or the supply will be unable to maintain the operating pressure through the tube 15a to the emergency control valve 4, because the tube will seek to supply the emergency tank 27 through automatic valve 32. Therefore, if the emergency tank 27 there is no pressure or very little air pressure, the air from the 6l supply cannot reach operating pressure and the brakes cannot be turned off. At the

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ΙΤΙΑ, OO3 / POR however the pressure of the pressure the tank can be, if the tank is ready for operation, and the automatic valve of the rest of the span will be relieved without pressure 28 cannot keep the optic protection valve 8 together to isolate valve 10. Therefore, the brakes are in the primary tank 28.

After the brakes have been released, the air that previously could not circulate from a pressure protection valve 8 to a service supply tank 28 (primary, supply), reaches a previously established desired pressure that opens valve 8 of pressure. protection against pressure and allows air to circulate to the service tank 28 to start filling it The brakes have been released and the trailer can move (or is being moved) while the two tanks fill with compressed air.

When the trailer is in motion and the driver of a tractor pulling the trailer wants to apply the brakes, the pedal 25 goes down, which allows compressed air at a preset pressure to circulate from an air source, for example an air tank placed on the tractor (not shown) on a service valve like the conventional relay service valve 40. The opening of valve 40 allows air to flow with a regulated flow from the service tank 28 through the communication pipes 110-113, to the two-way swing valves 17-20, and therefore into the interior of the brake diaphragm chambers, thereby applying the brakes.

To park a trailer with the system 50, a parking brake device is operated, for example by pulling a button on the device 26 as shown in figure 3, which opens the communication tube 101 allowing the air from the tube to escape from it. This also drains the air from the emergency control valve 4 via the

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its opening 4c which moves a plunger from bottom to top in the emergency control valve, thereby opening the air flow from opening 4a to opening 4b and therefore to the brake diaphragm chambers through tubes 104- 107 that apply the parking brakes. The air is trapped in the tanks 27 θ 28 by the automatic one-way valve 32, but air continues to circulate to an automatic valve 42 or 36 to a parking opening 11a of a pressure reducing valve 11, and therefore, at a reduced pressure desired, it leaves a discharge opening 11b, to and through automatic valve 37 one way to the supply opening 4a of the emergency control valve 4 for transmission to the brakes. When air from the brake diaphragm chambers accumulates to the previously determined desired level, the synchro valve notices this through the communication tubes 16, 104-107, ^{and in} response to this pressure, a plunger moves from top to bottom in the synchro valve 2 that opens bypass valve 34 so that it detaches from the cooling pistons and exits the locking pistons through tubes 58, 14, 101 and valve 31 or opening 4l allows the pistons to move from top to bottom to attach and lock onto the brake actuators, thereby applying the brakes. If, for any reason, the synchro valve 2 does not work this way or if there is not enough air pressure to operate it, air will leak from the brake piston chambers through a discharge opening 34b and the locking pistons will eventually move from top to bottom to connect to the operating bars.

To relieve the operating bars after the system 50 is completely loaded with compressed air, the device button 26 is pushed inwards. This introduces air under pressure again through the communication pipe 101. The air used in the application of the /

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ΙΤΙΑ, OO3 / POR parking brakes circulated through the pressure reducing valve 11, and therefore is at a lower pressure than the air introduced now in the pipe 101. Suddenly, there is air at the upper pressure in the automatic one-way valve 33 and the air pressure in the supply pipe 101 is therefore being supplied and through the emergency control valve 4 on the brake diaphragms. At the same time, there is a restricted and slow air flow in the emergency control valve through the bypass valve 36 _t so that when the button is pressed on the device 26, this causes a maximum momentary pressure that releases the brakes quickly and efficiently. In this brake application, the brakes are applied with reduced pressure (reduced in relation to the level of air pressure from the 6l supply and tanks 27, 28. Therefore, applying maximum pressure momentarily to the brakes before disconnecting the piston has reduced the pernicious effects of friction or back pressure caused by operating mechanisms.

A balance opening 4l on the valve 10 MF according to the present invention, as shown in figure 2, has the effect of making it possible to have parking brakes reapplied automatically with the same pressure in the case of a service application, eg the pedal of the device 25 is lowered in such a way that the locking pistons rise and the parking brakes are released. As soon as the pedal is released (and lifted) the parking brakes are automatically reapplied.

If the brakes are not prepared for parking, and the operator depresses the pedal of the device 25, the actuation brakes cannot be applied in the parking mode until the pedal is released (until the air coming out of the balance opening decreases) because the MF valve will not allow pressure in tube 14 to be relieved6

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/ da, ο that would start the parking sequence until the air runs out of service and supply sources. The automatic two-way valve 31 will keep air in tube l4 until opening 4l 4 and tube 101 are evacuated or no more air (see figure 3), thus ensuring that the vehicle is always parked with the same air pressure provided by pressure reducing valve. This ensures that the towed vehicle can only be parked with a desired parking pressure and not with the upper pressure of the service tube ll4, thus reducing the problems related to brake relief and preventing the application of a strong dangerous pressure on the drums. brake.

A system 150 according to the present invention for use with a truck tractor is shown in figure 4. In this system, the 10 MF valve does not have a pressure protection valve 8, since compressed air is supplied to the two tanks at from one with pressor 152 (or compressors) or truck tractor that supply air at a desired pressure to a primary tank 154 corresponding to tank 28 of system 50 and a secondary tank 156 corresponding to tank 27 of system 50 shown in figure 3 There is also no need for an automatic valve 32 in the system, because air is supplied directly to the (secondary) emergency tank instead of through the 10 MF valve. As soon as the system 150 tanks are full, placing the button on a parking brake device 26 allows air to circulate from the tanks 154, 156 to a pressure reducing valve on the 10 MF valve at which the air pressure is reduced to a desired level. Pushing the button will apply maximum pressure to the diaphragms, relieving residual pressure from the locking pistons and allowing them to rise freely in the trailer system 50 described above. Since system 150 uses air from truck compressor 152 and due to automatic one-way valves l60 and 102, air only circulates', · ΐ!

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ΙΤΙΑ, OO3 / POR in one direction for valve 10 MF from tanks 154, 156 and not vice versa. Truck compression 152 introduces compressed air into a common tank 158, from which air circulates to tanks 154, 156. But except for the differences noted above, system 150 is the same as system 50 and both work in the same way. Analogous parts in system 150 shown in figure 4 have the same identification numbers as parts in system 50.

A signal opening 39 on valve 10 MF shown in figures 1 and 2 can be used as a connection to supply air through a pipe (not shown) to another valve. It is also possible to supply air from any of the two tanks through opening 39 without using automatic valves or additional tubes, simply by connecting to the opening. For example, air can be supplied through opening 39 to another relay valve for another axle parking application. By means of tubes 104-107 or ll6 shown in figure 3, a signal can be provided by valve 10 to signal other valves, for example spring brake control valves.

It follows from the above that the present system uses a tube that connects the air supply to fill the coffees, whereas both the Bendix DD3 and the US patent No. 4,685,744 need two tubes. The single tube eliminates the need for an additional pressure protection valve. The present system also provides the advantages of two pressure levels with only one supply and provides maximum pressure to eliminate any friction without an independent brake application. In addition, the present system allows the user to control the delay between the activation of the brake and the connection of the piston by means of the design, selection and configuration of the spring 139 of the synchro valve 2, thus allowing it

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means for the user to coordinate the brakes so that the brakes are fully engaged before the pistons are engaged, and thus prevent the driving rods from scraping the piston rods when the brakes are engaged.

this system can only use a diaphragm to apply the service and emergency brakes (although it can also be used with multiple diaphragm brakes). The emergency brakes can be configured to hold as tightly as needed. The application pressure can be very high and the maximum pressure generated by the MF valve will still eliminate any friction. United States Patent No. 4,668,544 uses only one diaphragm and applies only additional pressure during release of the brake to release the plunger.

Systems according to the present invention ensure that there is air in the emergency tank before the brakes are released. Air is required in the emergency tank because, with mechanically maintained brakes with mechanically maintained brakes with air applied, there must be an air source to apply the brakes again.

As shown in figure 7, the synchro valve 2 has a synchro plunger 130 and a bypass valve 34 movably placed in the locus channel. The synchro plunger 130 has a plunger face 131; an upper ring cutout 130 in the form of 0 in which an upper ring 132 in the form of 0 is placed; a lower cutout 135 of the 0-shaped ring in which there is a lower ring 134 of the 0-shape; a stinger 136; and a return spring 139 surrounding the plunger 130. The channel l6 has a first flange 137, a second flange 138, a third flange l40 and a fourth flange 143. A vent tube l4l is connected in communication with channel l6 and is discharged into the atmosphere.

The bypass valve 34 has a valve element 145 movably placed in channel 16 and propelled

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Mod. 71-10000 ex. 89/07 bottom up by a spring 147 that is connected to the valve element 145 θ the bottom plate 30 (not shown in figure 7) · air from the brake diaphragm chambers 21-24 enters the synchro valve 2 through the opening 2c , pushing from top to bottom on the face 131 of the plunger 130. The stinger 136 moves and implements from top to bottom the valve element 145 that opens the bypass valve 34 which allows the air that holds the locking pistons fixed brake flow to ç> s channels 58, l4, valve 3l, supply 6l and opening (as shown in figures 1 and 2) so that the locking pistons fall, joining the brake actuating bars and applying the brakes. The coercion of a coenost 148 over the plunger I30 and the first flange 137 ensures that the plunger 130 can travel only a desired distance, Spring 139 pushes against the backrest 148 and the second flange 138. Spring 139 pushes plunger 130 from the bottom upwards, so that when there is insufficient air pressure to push upwards on the face 131, the spring 139 keeps the plunger 130 high, so that the valve element 145 is against the shoulder 143, restricting the flow to tube 58 to delay the descent of the locking pistons until it is possible to apply the desired pressure against the brake diaphragms through channel 9 θ of tubes 104-10, not shown in figure 7. This is the synchronization performed by the synchro valve . The plunger 130 is closed hermetically in channel l6 by the two rings 132 and 134 in the form of 0, while the air trapped between them is discharged into the atmosphere through the vent tube l4l.

When the brakes are released, using the maximum pressure described above, supply air 6l flows through channel 58, synchro valve 2, leaving the opening 34b into channel 16 and then to the plungers

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locking to relieve them.

To park the vehicle, while air is flowing through channels 12-14 and 58, air is supplied to the brake diaphragms through channel 9 θ of the tubes 104-107 (cf. figure 2), and, when a previously determined quantity, the plunger 130 moves from top to bottom, also in response to air pressure on the face of the plunger 131, opening the bypass valve 34 and thereby letting the locking plungers fall to apply the brakes. Whether the plunger 130 moves downward or not, due to a bypass hole l42 in the valve element 145, the air in the channel 16 from the tube 11 will circulate out of the channel 58 and out of the opening 2a and the locking pistons will come down. Due to the bypass characteristic of the synchro valve 2 provided by its bypass valve 34 and its orifice 142, circulation does not stop through valve 2, so a protection against back pressure is formed through the valve.

As shown in figure 8, the emergency valve 4 has an emergency control valve plunger 150 movably placed in channel 9, a plunger that is pushed upwards by a spring 151 placed a cutout 152 on the plunger 150 · 0 plunger 150 has a ferrule 153 which is movable to contact and urge from bottom to top a valve element 154 of valve 165 which is movably placed in channel 9 · A spring 156 pushes valve element 154 from top to bottom.

valve member is pushed against a lip 157 by spring 156 to hermetically prevent flow from channel 15a in channel 9. The plunger 150 has a lip 15θ which is pushed against a lip 159 of channel 9 to prevent crushing of the ring 16l shaped 0 on the edge 165 ·

To ensure that the plunger

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00, 003 / P0R, - .2 4; ia 4 $ 'impermeably in channel 9, a ring l6l with the shape of 0 is placed on the rim l62 on the plunger 150 and a ring l63 with the shape of 0 is placed on a flange 164. Flange 162 and ring l6l in the form of 0 are placed so that, with displacement from bottom to top of the plunger, a flange 165 of channel 9 is hermetically abutted by ring l6l in the form of 0 and is prohibited additional displacement of the plunger 150. When there is displacement of the plunger

150 from the bottom up and this contact and subsequent displacement of the valve element 154 out of the sealing contact with the rim 157 »can circulate air from channel 15a, from valve 4 out of opening 4b to tubes 104-107 ( not shown in figure 8), and then to the brake diaphragm chambers to apply the brakes. In the brake release mode, the air that enters through channel 13 θ through hole 166 to propel against the l6l ring with the shape of 0 and the plunger, forcing the plunger to move from top to bottom and leave it there medium enters air flowing from tubes 104-107 to the exhaust outlet to relieve the brakes. The valve element 154 seals at the face 157 θ nn stinger 153 to prevent additional air flow to the pipe 104-107. When the brakes are applied, the plunger 150 rises, propelled by the spring

151 θ the exhaust air from the control air through hole l66 0 piston 150 removes the valve element with the shape 154 to seal the face 157 and seals the stinger 153 in the valve element 154 for the air to circulate in the channel 15a to channel 9 and then to the brakes.

valve element 154 is in airtight contact with the rim 157 »θ» θπι followed by air leaving the tubes 104-107 circled through a hole 155 ^η θ plunger 150 when moving from top to bottom, and therefore to the exhaust outlet 49, thus making the area acting through hole 166 by pushing the plunger 150 and spring 151 from top to bottom, larger than the area provided before the plunger 150 comes off22

61,540

ΙΤΙΑ, OO3 / POR /

ι location from top to bottom for an inside diameter 167 ·

Valve 4 has built-in hysteresis due to the hole design of channel 9 θ of plunger 150. An inner diameter 167 of channel 9 ® greater than an inner diameter l68 of channel 9 · Therefore, there is a need for more air pressure to open the valve and let the air out of the brake diaphragms more than necessary to prepare the valve again and apply the brakes. Since diameter l68 is smaller than diameter 167, greater pressure is required to move the plunger 150 from top to bottom than to move it from bottom to top to prepare it again.

When the plunger starts to move downwards, it reaches the area with the largest diameter, and in this way the force exerted on the plunger 150 increases (force = pressure x area), at which point the plunger starts to move more quickly. As soon as the piston moves from the bottom to the top, there is a concomitant decrease in force, at which point the piston starts to move more slowly.

This built-in hysteresis is advantageous because it ensures that there is an appropriate air pressure applied against the brake diaphragms to ensure that the locking pistons are relieved after the system air increases from zero air pressure and ensure that the deposit 27 it is properly filled for the new application of the brakes. This hysteresis also allows the tractors to be relieved more quickly and at a higher pressure than they were applied to. This hysteresis provides a safety margin in the event of any air leakage from the tanks through the application of the service brakes. This escaping air will not cause any unwanted oscillating and brake-relieving application, which would occur if the air pressure on the 0-shaped ring 16l would allow the stinger 153 to move and replace valve element 154. This forces the brakes to apply

6l.54o

ΙΤΙΑ, 003 / P0R and release.

As shown in figure 10, the

valve in protection against pressure 8 have a valve in protection against the pressure mounted channel 1 what communicates with 0 channel 57. 0 piston

Mod. 71-10000 ex. - 89/07 partially inside the sleeve 48 of the valve. A spring 171 surrounds the valve sleeve 48 and pushes the plunger 170 from top to bottom, pushing against a shoulder 172 on the plunger 170. A 0-shaped ring 173 is placed in a cutout 174 on the plunger 170 to provide a seal to lift the plunger as soon as a valve element 176 allows air to circulate from opening 8a to opening 8b to primary tank 28 (not shown in figure 10). The pressure protection valve ensures that the emergency tank 27 is filled first, since spring 171 pushes valve element 176 against seat 225 until a desired pressure is reached.

As shown in figure 9, the pressure reduction valve 11 in channel 5 has a pressure reducing piston 180 movably placed in channel 5 with a spring 18 placed in a hollow indent 182 in piston 180. The spring 181, which impels the plunger 180 from the bottom upwards, can deviate against an inner face 183 of the cutout 182 and against the bottom plate 30 (not shown in figure 9) of valve 10 MF. A ring 184 in the form of 0 is placed in an I85 cutout on the plunger l80 to ensure that the ISO plunger is waterproofed in channel 5. A sting 189 on the plunger l80 can move to have contact and move a valve 190 which is also movably arranged in channel 5 θ, which can be moved to rest immediately against a rim 191 of channel 5. A spring 19-2 pushes valve 190 from top to bottom and is deflected against the top plate 29 (not shown) in figure 9) of the 10 MF valve.

- 24 6l.540

ΙΤΙΑ, 003 / P0R

Γ ’

Mod. 71-10000 ex. - 89/07

Supply air (with non-reduced pressure) from tanks 27, 28 (see figure 2) enters the pressure reducing valve through opening 11a and exits through door 11b for the brakes (through the emergency control valve). When the pressure in tubes 104-107 reaches a desired level, this air under pressure displaces the pressure reducing plunger 180 from top to bottom and stops the flow into opening 112. Since this air has taken on a larger volume (in the pressure chambers) brake diaphragm) has a lower pressure. The pressure of this air is probed through the opening 11c which is in fluid communication with the tubes 104-107 through a tube 6a. This produces a relatively rapid interruption of air for the brakes compared to other valves that do not use another tube (for example 11c) to probe the air pressure.

The pressure reducing valve is prepared with a desired pressure of previous preparation by means of adjustment selection or design of the spring 181, so that a desired pressure is supplied to the brakes for their application. Air from any of the tanks can circulate to the pressure reducing valve to apply the irons.

In systems according to the present invention, even if one of the supply pipes from a tank breaks or one of the tanks breaks or leaks, the pressure protection valve 8 and the one-way automatic valve 42 actuain as a means of protection to isolate the damaged valve in relation to the broken or ruptured pipe or leaking tank so that the brakes can still be applied with air from the intact tank or through the intact communication tube.

Claims (20)

ΙΤΙΑ, 003 / P0R synchro valve means to delay the operation of air-operated brakes until air at a desired pressure circulates to the synchro valve means. 2? Air brake system according to claim 1, characterized in that both the first tank and the second tank are supplied with air flowing to the multi-function valve in a single flow tube from the air supply. Air brake system according to claim 1, characterized in that air is supplied to the circulation tubes of the air-operated brakes, either from the first tank or from the second tank. 4? Air brake system according to claim 1, characterized in that the synchro valve means include bypass valve means that allow air under pressure to flow from the synchro valve means if it is functioning defectively, to allow tightening of the air-operated brakes. 5- Air brake system according to claim 1, characterized in that the emergency control valve means have means of maximum pressure to supply air for a moment at maximum pressure to the air-operated brakes to release them from a locked configuration. 6? Air brake system according to claim 1, characterized in that it also comprises non-return valve means to prevent air under pressure from circulating from the tanks for supplying air. 7- - Air brake system according to 61,540 ΙΤΙΑ, 003 / POR Mod. 71 -10000 ex. 89/07 claim 6, characterized in that it also comprises means of a protective valve to prevent flow to or from a first or second tank that has suffered breakage or leakage, so that said broken tank or leakage is isolated of the multi-function valve. 8th. Air brake system according to claim 1, characterized in that the first tank is an emergency tank which also includes release means for releasing the air-activated brakes after being activated by air from the emergency tank and means sensors to prevent activation of the release means unless there is air under pressure in the emergency tank. 9â. Air brake system according to claim 1, characterized in that the air operated brakes are of the single diaphragm type. 10th. Air brake system according to claim 1, characterized in that the air operated brakes are of the dual diaphragm type. 1 wool.— Air brake system according to claim 1, characterized in that the air-operated brakes are of the locking piston type. 12th. Air brake system according to claim 1, characterized in that the vehicle is a trailer. 13â. Air brake system according to claim 1, characterized in that it includes protective valve means to prevent the flow to or from a first or second ruptured or leaking tank, so that said ruptured or leaking tank is isolated from the multiple function valve. 14â. Air brake system according to claims 1 and 13, characterized in that the emergency control valve means have a maximum pressure means to supply air for a moment at a maximum pressure to the air-operated brakes to release them. a locked configuration. 15th. Air brake system according to claims 1, 13 and 14, characterized in that the synchro valve means include bypass valve means that allow air under pressure -2861,540 ΙΤΙΑ 003 / POR: circulate from the synchro valve means if they fail, in order to allow the brakes to be activated by air. 16th. Air brake system according to claims 13, 14 and 15, characterized in that both the first tank and the second tank are supplied with air flowing to the damaged valve in a single flow tube from the air supply. 17th. - Air brake system according to the previous claims, characterized by a vehicle brake set for handling a brake actuation rod, including: a pressure enclosure with a first opening on its side through which said actuation rod operates axially in a braking direction and in a return direction opposite to the first, a diaphragm in position to actuate said actuation rod in the braking direction said pressure enclosure having a second opening on the side of said opposite diaphragm from said actuation rod to receive pressure to drive said diaphragm, an open center shuttle valve and two ports connected to said second opening having a first inlet opening on one side of its center to receive pressure from a service pressure supply and a second inlet opening on the other side of its center to receive pressure from an emergency pressure supply, keeping the shuttle going said open center shuttle valve if there is a balance between service pressures emergency, so that the common pressure of said service and emergency pressures provide actuation pressure against said diaphragm, since an imbalance of said service and emergency pressures closes said inlet opening of the two-way valve at lower pressure of said unbalanced service and emergency pressures, while maintaining pressure from the high pressure of said unbalanced service and emergency pressures, a rack attached to said actuating rod that provides teeth to maintain engagement to prevent the displacement of said actuating rod in the direction of return, -2961,540 ΙΤΙΑ 003 / ENG <23 M199J (a plunger that has a plunger rod end that is fixedly connected with said rack means, which plunger means also includes skew means that drive said plunger rod into said union coupling and an opening connection for applying emergency pressure to urge said piston rod in order to eliminate said coupling joint, said piston rod entering the coupling when the emergency pressure applies from down to less than a predetermined output value, and a multi-function valve that includes means for causing a delay between the actuation of said actuation rod in the braking direction and allowing said piston rod to come into engagement with the application of the emergency brake. 18th. Air brake system according to claim 17, characterized in that a vehicle brake assembly for handling a driving rod includes a pressure enclosure with a first opening on its side through which said driving rod drives axially in a direction of braking and in a direction of return opposite to the first, a diaphragm placed to drive said drive rod in the braking direction, said pressure enclosure having a second opening on the side of each diaphragm opposite from said rod of drive for receiving pressure to drive said diaphragm, an open center, two-way shut-off valve connected to said second opening which has a first inlet opening on one side of its center to receive pressure from a supply service pressure and a second inlet opening on the other side of its center to receive pressure from a supply emergency pressure cement, with the balance of the service and emergency pressures keeping the shuttle of said open center shut-off valve centered so that the common pressure of said service and emergency pressures provide actuation pressure against said diaphragm, with the imbalance of said service and emergency pressures closing said inlet opening of the two-way valve for the low pressure of said imbalance of service and emergency pressures while maintaining the pressure from the high pressure of said de-30bI. 641) ΓΓΙΑ 003 / ENG sequencing of service and emergency pressures, a rack attached to said drive rod which provides teeth for coupling coupling to prevent movement of said drive rod in the return direction, a piston having a rod end of piston entering the coupling union with said rack means, also including said piston means skewing means that impels said piston rod to said coupling union and an open connection to apply emergency pressure to impel said plunger rod out of said coupling joint, said plunger rod entering coupling joint when the emergency pressure drops below a predetermined outlet value, and a multi-function valve that increases the pressure level that triggers said drive rod in the braking direction to suppress friction between said h driving rod and said piston rod during the release of the emergency brake. 19â. Brake system according to claim 18, characterized in that the multi-function valve also increases the pressure level that drives said actuation rod in the braking direction to eliminate friction between said actuation rod and said rod piston during release of the emergency brake. 20â. - Vehicle brake assembly for handling a brake actuation rod, characterized in that it comprises a pressure enclosure with a first opening on its side through which said actuation rod functions axially in a direction of braking and in a direction of return opposite to that of first, a diaphragm placed to actuate said actuation rod in the braking direction, said pressure enclosure having a second opening on the side of said diaphragm opposite said actuation rod to receive pressure to actuate said diaphragm, a reciprocating valve open-center and two-way, connected to said second opening, which has a first inlet opening on one side of its center to receive pressure from a fill-3161.540 ΙΪΙΑ 003 / POR 23 139'i service pressure cement and a second inlet opening on the other side of its center to receive pressure from an emergency pressure supply, with the service and emergency pressures in balance to keep the said valve from shutting down. open center shuttle centered so that the common pressure of said service and emergency pressures provides actuation pressure against said diaphragm, since an imbalance of said service and emergency pressures closes said two-way valve inlet opening to the low pressure of said unbalanced emergency service pressures while maintaining pressure from the high pressure of said unbalanced service and emergency pressures, and means to prevent the emergency brake from being released unless the emergency pressure supply contains enough air pressure. 21st. Air brake system according to claim 1, characterized in that the multi-function valve comprises means for supplying air, a plurality of air-operated brakes connected to the vehicle's axles, a tank for maintaining pressure air to be supplied for actuate the air brakes in an emergency mode and in a service mode, the multi-function valve being in fluid communication by means of interconnecting flow tubes ccxn the air-operated brakes, the tank, including the multi-function valve, a single unit enclosure, pressure reducing valve means inside the unit enclosure to reduce the air pressure of the air supply before it circulates to the air operated brakes, emergency control valve means inside the unit enclosure to supply air at a desired pressure to the brakes when the air supply stops circulating, a lower pressure q u and the air pressure supplied by the air supply, and synchro valve means within the unit enclosure to delay the actuation of the air-operated brakes until air at a desired air pressure circulates to the synchro valve means.