RU2302353C2 - Pneumatic closed antilocking pressure control device for pneumatic brake systems - Google Patents

Abstract

FIELD: mechanical engineering; pneumatic brake systems.

SUBSTANCE: outlet valve of pressure differential control contains holding ring, rigid piston and elongated elastic pliable shock absorbing element. Said element is arranged on first surface of piston in cylinder with walls element limits travel of piston in cylinder at end of pressure discharge. Oil is dispersed in cylinder. Piston is limited by element and coating with continuous peripheral part extending from second diaphragm element. Outer surface of second element brings inner surface in contact with other end so that pressure is transmitted to piston making it change form of said element to provide getting into cylinder housing, thus delivering pressure directly from main chamber of housing to outlet holes.

EFFECT: improved characteristics of valve.

25 cl, 10 dwg

Description

The present invention relates to a pneumatic brake system with an internal pressure reducing device, a closed circuit and compensation for multiphase pressure drops due to the perception of pneumatic signals inherent in all friction brake systems based on a fluid medium. The present invention aims to show that the pneumatic signal detection device and the pneumatic signal output device of the present invention are in constant operation, thereby automatically and continuously correcting the angular rotation of the wheels, and that these devices are an improvement over the brake control module of trucks and semi-trailers and other electronic control modules. Another objective of the invention is to demonstrate an innovative approach to the perception of many pneumatic signals within a closed pneumatic anti-lock braking system, which is an improvement over all electronic anti-lock braking systems, but is not obvious to those experienced in the manufacture of brake equipment. Another objective of the invention is an improved device for detecting faults using the existing system of pressure loss of the fluid in the brake system, which eliminates the introduction of additional electrical circuits that limit the performance of the generator.

In accordance with paragraph 571.121 of the Code of Federal Decisions 49, the National Highway Traffic Safety Administration (NUBDA) defines anti-lock brakes as follows: “Anti-lock braking system means a part of the working braking system that automatically controls the amount of sliding of the rotating wheels during braking by (1) identifying the value angular rotation of the wheels (2) transmitting signals about the magnitude of the angular rotation of the wheels to one or more devices that interpret these signals And they produce response control output signals, and (3) transmit these signals to one or more devices that regulate the drive forces of the brakes in response to these signals. "

In addition, as published in No. 13224 of the Federal Register 60, the NUBDA states the following: “The discussion in the NPRM shows that this definition is wide enough, allowing the installation of any anti-lock brake system, provided that it is a“ closed ”system that provides feedback between what really happens in the contact zone of the tire and the road surface, and what the device does in response to changes in the sliding of the wheels. "

Moreover, as published in No. 13227 of the Federal Register 60, the American Motor Transport Association and others expressed the opinion that this definition of PTS will leave aside any system other than electronic, and thereby prohibit mechanical systems. NOBDA notes that this is wrong, because the definition does not require electronics for sensing wheel rotation or transmitting wheel rotation signals or control signals. Such functions may be carried out using pneumatic, hydraulic, optical or other mechanical means. ” Further, NUBDA declares: “In the case of a TCP that does not require electricity to operate, the only mandatory electrical element that this norm requires ... are the fault indicator lamps used to signal the presence of a problem in the TCP”.

As published in Section 1325969 of the Federal Register 60, NUBDA further determines: “A TCP is a closed-loop control system with feedback, which, when the specified minimum speed is exceeded, automatically modulates the brake pressure in response to the measured speed indicators of the wheels to control the degree of wheel slip during braking and to improve the use of friction between tires and the road. "

Finally, in the course of norm-setting, NUBDA rejected Jenflo's request for an amendment to the definition of a TCP permitting the use of open systems. No. 63966 of the Federal Register 60 states: “In previous communications, the organization discussed in detail the reasons why a“ closed ”anti-lock system is required ... Definition of NOBDA allows any TCP, provided that it is a closed system that provides feedback between what really happens in the zone contact "tire-road surface" and what the device does in response to changes in the sliding of the wheels. According to the comments of many manufacturers of brakes and vehicles regarding NPRM dated September 13, 1993, a device that meets these criteria is necessary to prevent wheel lock in a wide range of real-world conditions, which greatly improves safety. In contrast, a definition allowing open systems allows systems that do not necessarily prevent wheel locks. ” All electronic anti-lock braking systems remove air by trapping and releasing it during braking, which makes these systems “open” and functioning only after locking the wheels. They cannot prevent wheel locks.

An example of such an electronic system is a control module described in Donald J. Ehrlich et al., (Ehrlich) US patent No. 6264286 of July 24, 2001, which includes a first control line for supplying air from a source and a second control line for supplying air to the control valve on the trailer, which ensures its through passage, and a pneumatic control module (PMU) having a structure for reducing pressure in the direction from the inlet of the PMU to the outlet of the PMU. The patent relates to an anti-lock control module (PBMU) connected to the first control line and has a second control line connected to the control valve. The sequence of actuation is as follows: the driver presses the brake pedal valve, which sends a pneumatic pressure signal through the first control line first PBMU and then the second control line, which activates the control valve, and, in turn, directs the fluid pressure to the air brake chambers.

PBMU uses a solenoid type device, which cyclically interrupts the transmission of the pneumatic signal of the control line, directing the pressure of the fluid into the atmosphere after locking the wheels. Thus, PBMU cannot prevent the wheels from locking. PBMU contains a solenoidal mechanism, the cycles of which periodically force an open circuit to remove air from the control line in conjunction with an existing electronic control module (EMU). EMU is also used in the design of brake systems for trucks and buses. Because of this, PBMU is susceptible to contaminants and malfunctions. A defective PBMU will not allow the transmission of the pneumatic signal from the control line to the control valve, as a result of which the control valve will not be actuated.

PBMU uses the functions of solenoid devices. Solenoids periodically interrupt the incoming electric current, resulting in an “open system”. NOBDA urgently requires that anti-lock braking systems be fully “closed”. Interruption of electric current makes the system "open".

The functions of the solenoids in the PBMU are forced to divert compressed fluid, which activates the brake system after locking by brakes. NOBDA requires that the braking system be fully closed. The removal of fluid pressure occurs ex post. The patent contradicts the claim to prevent the brakes from locking; in fact, air is discharged after they are locked.

PBMU inevitably removes compressed air during the braking cycle. This removal of air pressure inevitably causes the pneumatic part of the brake system to periodically open. The air outlet reduces the applied pressure, interrupting the braking cycle and thereby causing the effect of the "capture-release" cycle during braking.

The cycle "capture-release" in PBMU increases the braking distance of the vehicle. The recovery time of the accumulated fluid pressure causes the appearance of sharp shock waves in the pneumatic part of the brake system. Shock waves increase the applied pressure to excessive variable values.

Patent No. 5518308 of Sugarawa uses “... a method for controlling an anti-skid brake system of a vehicle with one modulator and two wheel speed sensors”. This method also uses the capture-release method, when the brake system must remove air from the closed brake system, making it open during the braking cycle. In this method, an attempt is made to transfer pressure from one wheel to another by combining the "mode of pressure reduction and retention and pressure amplification mode." This method still requires air venting in the design mode of pressure reduction with the help of an electromagnetic control device, which provides air outlet through the modulator combined with it.

The main approach to anti-lock brakes for pneumatic systems is to periodically withdraw the compressed medium from the brake system. This approach is nothing more than the concept of a "crane", which creates many problems for manufacturers and maintenance personnel. The approach using PBMU and EMU does not take into account the laws of physics related to moving objects.

In the case of a tractor tractor and trailer, an EMU with associated modulator valves will be available separately for the tractor and separately for the trailer and the EMU or PBMU for the trailer. There will also be wheel speed sensors mounted on the hubs of the axles of the common axes of the tractor tractor and trailer in tandem.

Braking is a dynamic process that begins with the application of fluid pressure to the air chambers and ends when the vehicle stops or when the driver takes his foot off the brake pedal. Each stop is caused by a large number of variables on the road surface and the moment of contact of the brake linings with brake drums or rotors. This is the problem with electronic anti-lock braking systems. Electronic anti-lock systems are digital and must be programmed while processing a limited amount of data. The reasons for locking the wheels are expressed in an analog way. A digital device cannot process a lot of analog data causing various kinds of wheel locks.

40 psi fluid pressure an inch applied to a Type 30 camera (30 square inches surface area on the internal diagram) with a 6-inch lever device for selecting gaps will generate a static force of 7,200 psi. inch in the contact area of the brake lining and drum. Tests by the author show that a wheel spinning at 20 mph is blocked at pressures of about 40 psi. inch. According to tests of electronic systems conducted by NUBDA, the pressure in the air chambers should exceed 100 psi. inch so that systems equipped with EMU and PBMU, bleed air. The calculated static force between the brake linings and the brake drum is approximately 18,000 psi. inch. The time-weighted value for achieving this pressure is approximately 6 seconds. The cycle in electronic anti-lock braking systems is repeated 5-6 times per minute. Compressed gas travels at machine speed. Electronic anti-lock braking systems will need to withdraw more than 60% of the volume to unlock the wheels. The time-weighted value to achieve a pressure drop sufficient to unlock the wheels is 42 seconds. Slowing down from 60 mph, the vehicle will go another 36.8 feet during the cycle. Also, eccentricities of thermodynamic origin on the circumference of the drum contact surface and deformation on the rotor surfaces cause discontinuity during dynamic contact between the drum and the pads or the rotor and pads, which leads to a violation of the coordination of the anti-blocking output of the medium by electronic means. Electronic anti-lock braking systems cannot cycle fast enough to produce the desired effect, and thereby cause instability of the vehicle during the braking cycle.

All electronic anti-lock braking devices that use EMU and PBMU release air pressure into the atmosphere to release the brakes after they lock and only at pressures above 80 psi. inch, which in other words is described as “difficult braking” in the final report of the Ministry of Transport 807 846. Air exhaust as a result leads to an instantaneous decrease in the pressure of the fluid in the brake system. This action is designed to unlock the brakes and to enable instant free rotation of the wheel and, thereby, subsidence and lateral sliding of the tires. Also during this cycle, the brakes are not applied instantly, which increases the braking distance of the vehicle. This action does not depend on the control of the driver of the vehicle and, in turn, leads to permanent removal on the principle of "capture-release" or to an open system. As long as the vehicle does not stop, it is significantly higher than in the case of a non-venting or closed system. According to 13259 of Federal Register 60, the provisions of federal automobile safety standards 49 CFR 571.121 do not allow "open systems". When approaching with the use of EMU and PBMU, nothing is done to prevent the blocking of one wheel, which leads to the “folding" of the road train and the loss of stability of the vehicle.

The present innovative invention, representing an improvement over all electronic anti-lock braking systems, has an analog expression, is completely closed, monitors the magnitude of the angular rotation and what really happens in the contact area of the tire and the road surface, in the contact areas of the components of the brake system, wheel and tires, and reacts to analog pneumatic signals from opposite air chambers from one axis. The invention compensates for changes and signals about the shock waves that are generated in the air chambers and transmitted to the object of the invention. In this case, the invention compensates for excessively high pressure by suppressing variable pneumatic signals, reducing the pressure of the fluid, which prevents its transition to the opposite air chamber. In this case, the invention generates analogue output pneumatic signals, reduced pneumatic pressures, and said signals are transmitted to respective opposed air chambers. These output signals automatically adjust the drive forces of the brakes and, through the contact zones, compensate for what happens between the tire and the road surface without removing air. The cycle is completed during braking. Thus, the deceleration rate is constant, and the wheels stop turning at the stopping point of the vehicle, which prevents premature locking of the wheels.

Federal Automotive Safety Standards 49 CFR 571.121 sets the standard for detecting a malfunction in anti-lock braking systems. The standard requires the installation of a malfunction warning light on the left rear corner of the trailer, which the driver should see in the left side-view mirror and which should light up in the event of a failure in the electrical circuit. The malfunction indicator in the electrical circuit must also be installed and be visible to the driver in the cab of the truck.

Industry reports reported that drivers have difficulty observing external light signals from the cab. Many industry publications reported failure or disconnection of external light signaling. On other vehicles, the alarm lamps were unscrewed. In other cases, they did not know whether the light signal should be turned on or off. A defective electronic anti-lock braking system can be used indefinitely.

The light alarm of malfunctions does not give anything to detect any malfunction in the computer components that are responsible for the interpretation and transmission of signals that sense the angular rotation of the wheels. EMU / PBMU of trucks, trailers and buses are equally vulnerable. Georgia faced a major problem with school buses that were equipped with electronic anti-lock braking systems. EMU components were programmed with the wrong algorithm to cause delays in applying fluid pressure to the air chambers. The documented delay in putting the brakes in action was as much as 10 seconds. The light signaling of malfunctions was not able to identify a problem with computer programming. In the United States and Canada, more than 400,000 EMUs were recalled.

In this innovative invention, which is an improvement over all other anti-lock braking systems, the fault detection system is redundant in order to increase safety. The invention does not work on electricity, but on the pressure of the fluid in the brake system. The invention will receive pressure pneumatic signals of only 5 psi. inch. Truck and bus storage tanks typically maintain a fluid pressure of approximately 120 psi. inch. This makes it possible to repeatedly apply the brakes in the event of a compressor malfunction. In the event of a pressure drop of up to 60 psi An inch will light up, visible to the driver, and the buzzer will sound. The pressure drop in a truck or trailer can also be observed by the accumulated and used pressure gauges installed on the dashboard in the cab. In addition, an emergency brake block of the air chambers is activated, which stops the vehicle. This redundant fault response system ensures that repairs are carried out before the vehicle can move. This is an improvement over all electronic fault detection systems.

II

In air braking systems using pneumatic or fluid pressure, a high-speed exhaust valve is usually installed between the brake drive chambers on the respective axles of buses, trucks and combinations of trucks and trailers.

An example of such a quick-release valve is disclosed in US Patent No. 2,040,580 dated May 12, 1936 by Stephen Woreck, including an elastic diaphragm that is effective not only in the direction of the applied compressed air to the brake actuators, but also in providing a quick outlet of air pressure from such chambers when The main control valve moves to the brake release position. Another example of this type of valve is disclosed in US patent No. 2718897 of September 1955, Earl T. Andrews, which includes a spring acting on the diaphragm so that there is a pressure differential on it, which results in a slightly slower application of fluid pressure to the actuators brakes.

An example of such a brake release valve on a trailer is disclosed in US Pat. No. 3,512,843 of May 19, 1970 to Joseph L. Cannell, which is illustrated in this example as being electrically powered and connected through a channel to a control valve, the latter being connected through channels to brake drives.

An example of such an alignment and shock absorption device is disclosed in US Pat. No. 4,166,655 of September 4, 1979 to Theodore P. Spero, which includes an elastic cushioning element contained in an elongated housing with walls adjacent one end to the upper wall of the cavity and the other to the piston, the lower part of which is hermetically sealed by the diaphragm element to avoid contamination of the cavity with water droplets and particles. As further disclosed in the patent, this shock compensation and absorption device is mounted on one side of a high-speed exhaust valve, which is located between two opposite brake drives to prevent one wheel from locking in the pneumatic brake system.

The device described by Vorek uses a spring acting on the diaphragm so that there is a pressure differential over its entire surface, resulting in a slightly slower use of the front brakes compared to the rear brakes and the supply of less power to the front brakes compared to the rear brakes. This device causes a targeted time differential and application with the negative effect of unbalanced braking in the front to back direction and uneven wear in the front to back direction of the brake components when the rear brakes wear out earlier than the front ones. Also, when the braking power of the front brakes is reduced, the ideal braking distance is increased.

The device described by Cannella is powered by electricity by a switch connected to a foot pedal control valve. After releasing the foot pedal, the switch directs the electric power through the time switch, and then the electric power is transmitted to the trailer brake release valve connected to the control valve through the channel and supplying fluid pressure, which is present in the channel connected to the control valve, in order to eliminate the pressure release air from many brake chambers. The slow release of a number of brake actuators is rather the result of the fluid volume of the actuators that is discharged through a single control valve outlet. Cannella’s device also lacks a solution to the wave front problem from fluid pressure, which freely overcomes the transition of the control valve towards and away from the brake actuators, causing one wheel to lock.

The device described by Spero for compensating for pressure and shock absorption in a pneumatic brake system configured with a two-chamber housing with walls, which includes an elongated elastic ductile element at the upper end and a rigid piston at the bottom of the upper chamber, separated by an elastic coating to avoid contamination that forms the partition for the second lower chamber, as it turned out, negatively affects the brake system. It was found that when the pressure of the fluid acts on the piston, i.e. said piston changes the shape of the elongated element and as a result activates said element, after applying pressure of the fluid, the piston penetrates the second lower chamber and causes physical damage to the separating elastic element, resulting in contamination of the upper chamber and inconsistent pressure equalization and inability to absorb shock. Another result is that the volume of fluid pressure will cause the damaged separating element to penetrate the outlet, which clogs the channel and does not allow the pressure of the fluid to act on the brake actuator. These consequences are entirely caused by the lack of a fixed support point for the piston.

Another consequence of this device is that its location on one side of the high-speed exhaust valve reduces its ability to absorb shock caused by the front of the density wave of the applied fluid pressure due to the supersonic flow of compressed fluid. The front of the density wave first passes through the inlet of the power source of the high-speed exhaust valve, where the front of the density wave separates, causing a shock, and simultaneously passes through the opposite longitudinally aligned output openings, one combined with the brake drive, and the other through the entire device with the opposite brake drive . Since the initial shock takes place in the high-speed exhaust valve and not in the device, the device cannot absorb the shock, and ideal braking performance is reduced.

One of the objectives of the present invention and an improvement over the quick-release valve is the ability of the present invention to use the destructive qualities of the intervention of the compressed fluid flow and create constructive conditions for the intervention to prevent blocking of one wheel by including in the composition of the invention a feed channel whose properties isolate the mechanics of the fluid in quick release functions from the equalizing function of the main camera feed system.

Another objective of the present invention and improvement in comparison with all high-speed exhaust valves is to provide a valve whose functions eliminate the negative effect created by the differential time from front to rear braking, because An ideal braking situation is to have a balance across the entire array of brake drives.

Another objective is to provide a valve that is an improvement over the pressure compensation and shock absorption device and has a mechanism for absorbing the shock of the compressed fluid stream at the point of said shock and at the same time compensating the pressure with the corresponding design during dynamic braking cycles to ensure consistent operation.

Another goal is to provide a valve whose mechanisms take into account the consistency of work, recoverability and reliability over a relatively long service life.

Another goal is to provide a valve whose discharge function does not cause a slow release of the fluid volume in many brake actuator designs, but acts mechanically as an integral part of the brake system, providing quick supply of fluid pressure between opposing actuators on the same axis in all vehicle axle configurations and which is an improvement over the trailer brake exhaust valve.

Another objective of the present invention is to provide a single valve, the performance of which exceeds the characteristics of the aforementioned patents, with improvements necessary to prevent the consequences given in connection with the same mentioned patents.

BRIEF DESCRIPTION OF THE DRAWINGS

In the figures, where the same reference characters refer to the same parts in several projections:

FIG. 1 is a schematic illustration of a typical vehicle brake system using a fluid pressure for trucks / semi-trailers including the innovative high-speed vent valve of the differential pressure controller according to the present invention.

FIG.2 is a detailed sectional view of a high-speed exhaust valve of the differential pressure controller.

FIG.3 is a front view of a high-speed exhaust valve of the differential pressure controller.

FIG. 4 is a side view of a high-speed exhaust valve of a differential pressure controller.

FIG 5 is a local view of the lining for quick release.

FIG.6 is a schematic sectional view of the upper cylinder body.

FIG.7 is a local internal view of the upper cylinder body.

FIG - local appearance of the valve of the differential pressure controller.

FIG.9 - valve regulator differential pressure in the working position on a typical axis of braking.

FIG.10 is a local view of the holding ring.

DETAILED DESCRIPTION

With reference more specifically to FIG. 1, the innovative high-speed vent valves of the differential pressure controllers of the present invention are illustrated therein connected to a vehicle braking system using pneumatic fluid pressure. Said brake system includes: a tank 20 of a truck powered by a conventional compressor 62, a conventional regulator 63 used to control the operation of the compressor 62 depending on the air pressure in the tank 20, a tank 25 for the trailer, a foot valve 19, opposite chambers of the brake drives 27 and 28 (FIG. 9), 29 and 30, 31 and 32, 33 and 34, 35 and 36, a conventional control valve 21, an emergency control valve 26, hose connectors 22 and 24 connected to the trailer / truck air brake systems. 1 also shows channels 60, 57, 58, 52 and 53, the purpose of which is to direct the fluid pressure to the objects of the invention 37, 38, 39, 40 and 41 of the patent and which are placed respectively between the opposite brake drives 27-36 and connected channels 42-51 for directing the applied fluid pressure to or from said brake actuators 27 and 28, 29 and 30, 31 and 32, 33 and 34, 35 and 36, as will be described more fully below.

As shown in FIG. 2, invention 64 includes a lower chamber main body 4 having a protruding vertical inlet 65 that connects channels 60, 57, 58, 52 and 53 and two longitudinally aligned outlet openings 66 and 67 shown in FIG. 3 and 9, said exit ports respectively being connected by channels 42-51 to opposite brake drives 27-36. The main body 4, consisting of cast aluminum with a density providing a minimum of 150 pounds / sq. an inch for 60 seconds, has an inlet 65 and a machined diaphragm support 68, which is a protective shield to support the position of the elastic diaphragm 10 high-speed release, as well as a rigid stamped pad 9 to divert the fluid pressure into the atmosphere. The upper flange wall 69 has an upper surface 71 machined to match a similar surface 70 of the upper cylinder body 1 of the flange wall of the cylinder body with the same properties as the main body 4 and said cylinder body 1 having a bore 72 for receiving an edge 73 of the covering main aperture 8 as will be discussed in detail below.

To ensure the long life of the valve 64 and the uniform action, the quick release diaphragm 10 is made of a suitable elastic material, for example rubber with an active filler or a rubber composition, and does not undergo any initial bending or stress. The boundary edge 74 of the diaphragm 10 is maintained in elastic contact with the inner surface support 76 and thus controls the connection between the inlet 65 and the feed channel 76 having an opening. There is a cavity 77 in the protruding part of the main body, the diameter of which is sufficiently machined to allow unhindered bending of the diaphragm 10 quick release, and the dimensions of another larger diameter of which are designed to insert a square sealing ring 11 to prevent leakage of fluid pressure at the surface the contact of the lining 9 for quick release, which also has a formed concavity and is attached to the base 4 by four locking bolts 16, shown in FIGS. 2 and 3 and intended for this purpose. Thus, in the normal position of all parts, the quick release plate 9, inserted into the concave part 77 and holding the position of the sealing ring 11, fixes the location of the quick release diaphragm 10 between itself and the support 75 of the inner surface of the cavity having the processed support 68 of the whole diaphragm screen at the open the space of the inlet 65 and allowing unlimited communication of the fluid pressure between the inlet 65 and the feed channel 76 and the outlet openings 66 and 67 with the brake drives 27-36.

The housing 1 of the upper cylinder with walls has a machined inner surface 2 of the cylinder, an opening 79 for accommodating the top button 80 of the shock absorber 7 in the form of a truncated cone having a button 81, which is aligned along the axis 80 with the button 80 in the center-oriented positions and sealed along the inner upper wall 82 cylinder. This serves to maintain the uniformity of the space around element 7. Element 7 consists of suitable elastic elastomeric compounds and provides compression under axial displacement and deforms the filler of the upper chamber 83 when a force is applied to its surface 84, thereby activating and returning it to its original shape until expiration of said effort. The shock absorber 7 is formulated to a predetermined strength, which is sufficient for the supplied power relative to the pressure drops that occur during application of the pressure of the fluid.

Eight cube centimeters of 10 volumetric mass of non-washable hydraulic oil 85 are distributed inside the housing of the upper cylinder 1 to facilitate the depreciation process. It has a composition and action that exceeds the temperature ranges of the environment to which brake systems are subjected. The piston 6 has a central hole along the vertical central axis, thread through the surface 87 of the lower horizontal part to accommodate a turnkey hexagon socket screw, made generally continuous with the upper horizontal surface 88, which houses the shock absorber button 81 in the central hole 86 and the wall surface 89 piston, two bent bored holes 92 and 93 in the wall 89 of the piston, separated by two intermediate flange parts 90 and 91 of the same size and a diameter slightly smaller than the diameter internally th surface of the cylinder 2, which provides an accurate fit of the piston 6 in the cylinder 83.

The retaining ring 17 is inserted into the groove shown in FIG. 6 on the inner surface 2 of the cylinder, making contact — without pressure — with the lower edge 99 of the lower piston flange 107. The retaining ring 17 shown in FIG. 10 sets the position of the piston support 6 to provide uniform responses to pressure differences in the fluid. An o-ring 12 is placed in each bored hole 92 and 93 and serves to create a tight seal between the piston 6 and the surface 2 of the cylinder, as well as axial rolling in the bored holes 92 and 93 in the presence of a fluid pressure force. A certain amount of oil 97 is distributed over the final part of the surface 87 of the piston 6 and serves as a lubricant for the inner surface 104 of the main diaphragm 6 during increasing pressure of the fluid.

The main diaphragm 8 is made of an elastic elastomeric material that is immune to alcohol prepared for use in winter conditions and retains its function up to pressures of 1000 psi. inch. The diaphragm has a shape making it suitable for covering the piston 6 with a minimum gap between the corresponding holes 66 and 67 and without contact with the piston 6. The main diaphragm 8 has an expanding side wall 94, an end wall 95 and a round flange 96 with a circular edge 73, which includes in contact with the bore hole 72, which serves to seal the piston 6, shock absorber 7 and oil 85 of the upper chamber 83 from contaminants or particles present during the transmission of fluid pressure through the lower chamber 78.

FIG. 3 shows a mounted invention having a top cylinder body 1 with four holes 106 shown in FIG. 3 along the flange 101 of the main body, a rectangular bracket 5 in FIG. 4 with two holes in its horizontal portion 102 to align with two corresponding holes in the flange 101 of the main body and the flange 100 of the upper body. Four self-locking bolts 13 and 14 are shown for the bracket, shown in FIGS. 8 and 4, passing through the axially aligned holes and secured with nylon locknuts 15, which also attach the bracket 5 to the flange 101 of the main body and the flange 100 of the upper cylinder body.

The operation of the valve according to the invention will be readily understood in the description given. It is understood that parts of the brake system, as shown in FIG. 1, are in the idle position. When activating the valve of the foot pedal 19, a fluid pressure having a wave front from the differential pressure simultaneously reaches the inlet openings of 65 objects of inventions 37-41 through channels 60, 57, 58, 53 and 52. In FIG. 2, as the wave front passes through the screen 68 of the diaphragm support, it is evenly distributed over the surface of the quick release diaphragm 10, which is the point of impact of the fluid pressure for each individual braking axis, as a result of which the pressure drop acting on the elastic quick release diaphragm 10 increases, and di phragma quick release 10, which takes the form of a convex - shape laths 9 for rapid release, closes the outlets 103 overlays, as shown in FIG.5, and thereby interrupt the communication with the atmosphere. The shock of the wave front from the fluid pressure passes through the main protruding cavity 77, where it is transmitted through the feed channel 76, which focuses the shock of the wave front in the cavity of the main chamber 78, where the main diaphragm 8 is pressed into the piston surface 87, compressing the piston 6 in the axial direction and activating shock absorber element 7. This absorbs the shock from the front of the fluid pressure wave, and the fluid pressure is immediately equalized before it is transmitted to the longitudinally aligned outlet openings 66 and 67 shown in FIGS. 3, 4 and 5, and through the channels 42-51 of the brake actuators 27- 36 (see FIG. 9). The feed channel 76 of FIG. 2, as designed in the valve according to the patent, is an exceptional way of isolating drops in quick release valves from the fluid pressure supplied to the brake actuators.

By equipping the brake actuators with fluid pressure testing devices, it can be demonstrated that instantaneous pressure differences in the fluid occur during the dynamic braking process. These differences are signals of a pneumatic shock wave. As is well known, in the area of brake assemblies (not illustrated), the brake actuator has a push rod connected at one end to a rigid metal plate having an elastic diaphragm element that opens in the form of a chamber in the event of application of fluid pressure. The opposite end of the pusher is connected to a gap picking device that is attached to a cam shaft with S-shaped cams on the other end, serving as a kind of fulcrum to achieve mechanical advantage by contacting the brake pads in contact with a rotating brake drum. All brake drums have protrusions and potholes. When braking, the brake pads follow the drum in contact with the protrusions and fall into the potholes, which causes the swinging of the S-shaped cams and which, in turn, causes the pusher to push backwards and thereby increase the pressure of the fluid in the brake drive. These pressure increases are directly reflected in the main chamber 78 (FIG. 2) in the invention according to the patent. As described in Spero’s patent, pressure drops reflected from actuators that are connected to a standard quick release valve must pass through a standard quick release valve that interferes with pressure differences occurring on the diaphragm in said exhaust valve. In a study of gas dynamics, it was noted that such collisions of opposing differential masses of pressurized fluids can cause stale air or destructive intervention and can instantly deprive the Spero patent device of efficiency. The design of the quick release valve of the differential pressure regulator differential pressure eliminates these collisions, because the increase in fluid pressure from the actuators does not collide with the differential pressure across the diaphragm 10 (FIG. 2), but rather is reflected in the main chamber 78 and is simultaneously absorbed, aligned and redistributed in the same way as the wave front from the fluid pressure.

After releasing the foot pedal valve 19, it will be easy to understand that the differential pressure of the fluid acting on the diaphragm 10 will decrease to ambient atmospheric pressure, resulting in a weakening of the sealing action of the quick release diaphragm 10 on the exhaust ports 103 of the quick release liner. The higher fluid pressures in the invention, channels 42-51 and actuators 27-36 will form a diaphragm 10 at a diaphragm support 68 and an inner surface 75, opening communication with the atmosphere through the outlet openings 103 in the patch, diverting the pressure of the fluid into the atmosphere, and thereby thereby, deactivating and changing the shape of the shock absorber 7 to its original shape of the truncated cone and at the same time returning the piston 6 to the set resting position relative to the retaining ring 17 in FIG. 10 in order to ensure operation during the next braking cycle. The diaphragm 10 will return to its position of absence of bending (rest) when the mentioned pressure drops to atmospheric pressure.

Spero device according to US patent No. 4166655 is used in conjunction with any of the quick release valves Horowitz, US patent No. 3093153, Boreka, US patent No. 2040580, or Andrews, US patent No. 2718897, and due to the effects of the "isentropic and diabetic flow" through different quick release valves and their inherent differential pressures there will always be a calculable imbalance of fluid pressure on air actuators.

Although the invention has been well illustrated here and described in detail as deemed preferred, those skilled in the art will readily agree that various changes to embodiments of the present invention can be made without departing from the spirit of the invention. Naturally, embodiments of the present invention, changes and modifications within the scope of the invention are covered by the following claims.

Claims (25)

1. A high-speed outlet valve of the differential pressure controller for brake systems using fluid pressure, having a one-piece design, subjected to pressure drops, contaminants and particles, with a retaining ring placed in it, a rigid piston and an elongated, elastic, pliable shock absorbing element placed on the first surface of said piston in a cylinder with walls, and a chamber associated with said retaining ring as a boundary element on a second flange the surface of said piston, the function of which is to ensure consistent reactions, such as attenuation upon completion of compression of said shock-absorbing element, when said element returns to its original configuration, and said boundary element limits the stroke of said piston in said cylinder at the end of pressure relief, moreover, it is dispersed in said cylinder oil, and while said valve receives a fluid pressure, said pressure drops of which enter its supply channel, having a cumulative element in a housing with a protruding part, an inlet and said protruding part having a first diaphragm element placed therein to interrupt communication with the overlay of said protruding part having outlet openings, and said feed channel concentrates and isolates said fluid pressures and pressure drops in the main chamber having longitudinally aligned outlet openings, as well as pressure increases acting on a flexible coating having an inner surface and an outer surface if it is intended to act on the second surface of said piston, and said piston is bounded by said boundary element and said coating with a continuous peripheral part extending from the second diaphragm element, the outer surface of said second element forces the inner surface to contact the other end so that pressure is transmitted to said piston, as a result of which said piston changes the shape of said element so that it enters the cylinder body and delivers pressure uninterrupted primarily from the main camera of the housing to said outlet openings. 2. The high-speed exhaust valve according to claim 1, wherein said main body has said protruding inlet, said longitudinally aligned outlet openings and a first element located between them, to which fluid pressure is applied, and said first element interrupts communication between said protruding inlet a hole and said longitudinally aligned outlet openings, which allows free impact from a pressure differential to act on said first element, and said the impact is freely delivered directly through said insulating and accumulating element to said main chamber, and said impact acting on said second diaphragm element transmits said impact to said rigid piston having a damping element in a resting position next to said boundary element, changing shape and feeding said an elongated cushioning element in said cylinder chamber, wherein fluid pressure is supplied to the brake drives through said longitudinal but the combined outlet openings along said channels, and the pressure drops generated by said actuators, are transmitted through said channels and said outlet openings to said main chamber and act on said second element, and the impacts from pressure drops in the actuators weaken as said second the element is in contact with said damping element and is aligned with said included elongated element of a changed shape, and at the same time freely redistributed without interfering stva said differential pressure at said first member. 3. The high-speed exhaust valve according to claim 1, wherein said boundary element sets a pivot point of said rigid piston at said completion of the pressure drop, said piston having a fluid pressure damping element and said boundary element preventing said second diaphragm element from breaking. 4. The high-speed exhaust valve according to claim 3, wherein said cylinder body and said main body with said protruding portion have said combined inlet and outlet openings separated by a first element, and an insulating and accumulating element, a main chamber and longitudinally extending outlet openings, said main chamber is separated from said chamber of the upper cylinder by a second element and includes said cylinder chamber, said boundary element, said damping element, said removed sealing rings, said included elongated element, said oil and said first element associated with a diaphragm support of said inlet opening interrupting communication with said inlet, said insulating and damping element, said main chamber and said outlet openings so that the applied pressure is fluid media is maintained in said valve, brake channels and actuators, and said fluid pressure is reduced to ambient pressure through said outlet orifices while simultaneously turning off said elongate element which resets said damping member in contact with said boundary element. 5. The high-speed exhaust valve according to claim 1, wherein said feed channel having an accumulating element for said fluid pressure and pressure drops delivers them to the outer surface of said main housing chamber, and the pressure is weakened by said second diaphragm element in contact with pressure and delivering it to said damping element. 6. The high-speed exhaust valve according to claim 1, in which the element placed inside the protruding part of the housing controls the communication between said inlet and said insulating and accumulating element and the communication between said outlet openings and said insulating and accumulating element, said overlay outlet openings are non-perforated, and the diameter region is located so as to interrupt the communication between said inlet and said outlet openings, when em outlets are connected to the opposite brake actuators. 7. The high-speed exhaust valve according to claim 6, in which there is an element for interrupting communication with said outlet openings, said insulating and accumulating element and said outlet openings and for freely delivering fluid pressure through said insulating and accumulating element to said main chamber, where the shock of the wave front from the pressure is concentrated in the aforementioned main chamber, and thereby the pressure of the fluid is supplied through the channels through the said outlet openings to the ivodam brakes, returning them to pressure drops caused by said brake actuators, the channels and said outputs to said main chamber, wherein the actuator caused swings freely loosened by said second diaphragm member, which increases the pressure in the damping element. 8. The high-speed exhaust valve according to claim 6, in which the second element has an outer surface and a peripheral zone on the end surface of said main body and a surface of the cylinder body, the composition of which withstands pressures above 1000 psi. inch, and the outer and inner surfaces are free from rigid bonds, eliminating corrosion elements and lengthening the service life of said second element. 9. The fast exhaust valve of claim 6, having an element inserted into said protruding portion between said inlet and said outlet openings. 10. The high-speed exhaust valve according to claim 6 with an overlay for quick release in the protruding part of the main body, aligned axially with said inlet with an element placed therein, said overlay for quick release has outlet openings, is attached to the concave part of said main body and has a sealing ring located in it. 11. The high-speed vent valve according to claim 1, wherein said insulating and accumulating element provides fluid pressure directly to said main chamber of said main body, where said fluid pressure and pressure drops bring said pressure to said outer surface of said second diaphragm element, forcing its said inner surface into contact with said damping element, which is connected with its second end flange mentioned boundary element, which fixes the resting position of said damping element and forces it to change the shape of the elongated element so that it enters the cylinder body. 12. The high-speed exhaust valve according to claim 6, in which said elongated shock-absorbing element, said oil and a damper element with two sealing rings located in respective semicircular bored holes containing said oil in the chamber of the upper cylinder are located in the upper cylinder body and the inactive state said damper element is installed by said boundary element, which provides consistent responses to fluid pressure and prevents destruction said second diaphragm element. 13. The high-speed vent valve of claim 1, wherein said valve is coupled to a plurality of brake actuators having said protruding inlet, which is connected by a channel to an outlet of a control valve that provides fluid pressure for said inlet of said first diaphragm element, interrupting communication between said longitudinally located outlet openings, said insulating and accumulating element, said outlet opening and said first element transmitting said fluid pressure through said accumulating element to said outlet openings through channels leading to said two opposing brake actuators, after reducing the fluid pressure to ambient atmospheric pressure, the first element interrupts communication between said inlet and said longitudinally located outlet openings, which leads to the appearance of fluid pressure volumes in said opposing drives, and I will mention These channels and the main chamber simultaneously rapidly reduce the volume of the fluid to the value of the ambient atmospheric pressure through said outlet of said valve. 14. The high-speed exhaust valve according to claim 1, wherein said valve has an insulating and accumulating element for directing shock from the pressure of the fluid to the main chamber. 15. The high-speed exhaust valve according to claim 1, wherein said upper cylinder has a boundary element that sets the idle state of said damping element. 16. The high-speed exhaust valve according to claim 1, in which the oil is located in the upper cylinder chamber of said cylinder body and has minimal compressibility, said cylinder chamber has a certain amount of ambient air, and said elongated element when turned on changes shape in accordance with said cylinder chamber, oil becomes aerated, which increases compressibility, and plays a significant role in shock absorption from fluid pressures acting on said second element and mentioned damping element. 17. The high-speed exhaust valve according to claim 1, which is a pneumatically closed anti-lock pressure modulating device for pneumatic brake systems, which has a one-piece construction and is installed to receive the supplied fluid pressure from the control valve through the inlet and the feed channel and directs said fluid pressure medium to opposing air chambers on a single axis along the supply channel to the main chamber, and the said pressure enters through opposing outlet openings through the channels connected to opposing air chambers, said chambers receive said fluid pressure and fill said air chambers, thereby creating a mechanical gain in force with a pusher, the opposite end of which is attached to a gap sampling device that has a contact area due to the worm a transmission at the opposite end, the teeth of which provide contact with the splined end of the cam shaft, the opposite end of which is in the form of an "s", said s-shaped kula ok, it contacts the rollers of two brake pads of the drum, said pads having a semi-ellipse shape with one hinge end and the other end bearing a roller, said s-shaped cam is located between said rollers of said brake pads, said shaft with s-shaped cams further has a torque and rotates in the direction of opposite points of contact with said rollers, thereby including adjacent contact points and a direct contact zone with said brake pads, and The brake pads have friction material, which is riveted to the outer circumference to ensure contact with the rotating drum, the brake lining and the drum contact area are enclosed between a wheel and a tire of different geometry, which are attached to the brake drum, the tire is in contact with the road surface, fluctuations in the contact zone of which, starting from the surface with many variables, is transmitted by the common contact zones of the tire, wheel, friction material, brake pad, rollers, "s" -shaped devices, devices for sampling gaps, pusher, air chamber and fluid pressure, said oscillations or input data defining analog signals of a pneumatic shock wave transmitted through a contact zone of a compressed fluid in opposing air chambers and through applied channels with different speeds, signals exceed machine speed, are captured at the main diaphragm, the main diaphragm has a contact zone with an elongated elastomeric element, the latter on the opposite side has there is a contact zone with the surface of the rigid cylinder, ambient air, the pressure of which is at sea level, and 2 ounces of hydraulic oil contained inside, while the aforementioned variable analog fluid pressures are regulated by applying compressive force to the main diaphragm, piston, elongated elastomeric element, ambient air and hydraulic oil, the action of this force weakens the aforementioned signals, while the output regulates the forces that activate the brake and at the same time reduce the pressure in the contact zone of the friction material with the brake drum and controlling the magnitude of the angular rotation without outputting the pressure of the fluid into the atmosphere. 18. The high-speed exhaust valve according to claim 17, wherein said brake unit includes a pneumatic caliper having an air chamber, pads or pads capable of closing together with friction material attached to and / or riveted to the inner surfaces of two opposite surfaces in close proximity to the rotor rotating between them, said friction material contacts the outer surfaces of the rotor mounted on the spindle, the spindle is attached to opposite axle hubs, and said the rotor is connected to the wheel and the tire, said caliper is driven by fluid pressure, which causes the caliper to close around the surfaces of said rotor and contact area and generate analog pneumatic signals in the air chamber of said caliper, and said chamber transmits said variable signals about the tire contact zone and road surfaces through the common contact zones of the mentioned tires, rotor, caliper and friction material, the mentioned analog variations represent the input data, transmitting transmitted through pneumatic signals about the fluid pressure from the caliper’s air chamber through the channels to the main diaphragm, said diaphragm being in contact with said piston, elongated membrane, and said hydraulic oil, where analog pneumatic signals are interpreted, and said output device directly transmits said signals from the cylinder diaphragm back said air chamber of the caliper, thereby adjusting the driving forces of said contact zone of the caliper and the friction material and automatically Ski controlling the magnitude of angular rotation of said wheel. 19. The high-speed exhaust valve according to any one of claims 1 to 8, 10-14, 17, 18, wherein said main diaphragm receives analog pneumatic signals, variable values of which are generated by angular rotation and the contact area of the road surface, while said pneumatic signals are transmitted through zones contacting said brake components and said compressed fluid, said fluid is in contact with said opposed air chamber and said cylinder diaphragm, the latter receiving said pneumatic signals at the speed of the angular rotation of the said wheels, the aperture of the cylinder along with the piston, elongated element and hydraulic oil make it possible to interpret and modulate the aforementioned pneumatic signals and transmit damped output signals that regulate the driving forces of the pressure of the compressed fluid in the said air chambers, thereby controlling the magnitude of the angular rotation mentioned wheels. 20. The high-speed exhaust valve according to any one of claims 1 to 8, 10-14, 17, 18, in which the angular rotation of said wheels is automatically transmitted to the main diaphragm through channels connecting to opposite inlet openings, said signals are transmitted from the air chamber to a fluid pressure medium in the main chamber, and said fluid pressure contact zone between it and said cylinder diaphragm is a conductor for said pneumatic signals that directly regulate driving forces in said air cameras, said transmission of said signals is controlled in a closed system between said air chamber and the cylinder diaphragm without air being vented to the atmosphere. 21. The high-speed exhaust valve according to any one of claims 1 to 8, 10-14, 17, 18, in which the pneumatic signals generated by the contact zone between said brake friction material and said brake drum are transmitted from the air chamber, said pneumatic signals having a transmission speed waves are higher than the machine speed, and the aforementioned main diaphragm transmits pneumatic signals at a speed less than the machine speed in a closed system and thereby automatically controls the angular rotation of the wheels at the opposite end oh axis. 22. The high-speed exhaust valve according to any one of claims 1, 17, 18, wherein said air chambers have a service brake chamber and an adjacent emergency brake chamber, said emergency brake chamber operating from a spring in the event of a reduction in pneumatic pressure from 120 to 30 lbs. sq. inch, said pressure at 30 psi an inch releases said spring in said emergency brake chamber, thereby activating a brake contact zone between said friction material and said brake drum, as a result, the vehicle stops in the event of a malfunction of said closed system. 23. The high-speed exhaust valve according to any one of claims 1, 17, 18, wherein the air brake chamber for said fluid pressure in the event of its fall from 120 to 60 psi. an inch automatically activates a warning light, an audible warning device and pressure gauges in the cab of a tractor, bus or truck, and the driver of the vehicle immediately sees and hears this signal, which warns the driver about a possible malfunction of a closed system, the warning is done with so that the driver himself stops the vehicle before the emergency braking chamber mechanism does not stop the vehicle for repair second closed system. 24. The high-speed exhaust valve according to any one of claims 1 to 8, 10-14, 16-18, wherein said brake drums and rotors have defects and eccentricities and dynamic stages of the braking cycle, said friction materials contact with said brake drum or rotor, said surfaces have microcracks and varying friction surfaces, said contact zone on the friction surface causes heat generation and expansion of the material, said extensions, eccentricities and deviations give out variable analog mon evosignals during a dynamic braking cycle, said signals are transmitted in a closed system to said main diaphragm, piston, elongated element and oil contained therein, which modulate and generate said signals, wherein said modulated signals are transmitted to said air chamber or said air chamber of the caliper, thereby controlling the magnitude of the angular rotation of the said wheels. 25. The high-speed exhaust valve according to any one of claims 1 to 8, 10-14, 17, 18, wherein said contact zone between said brake drum or rotor and friction material is subject to dynamic contact between said brake drum or rotary rotor and said friction material whose position is fixed at the moment of contacting the contact zone, wherein said contact zone has inertia and is dynamic, eccentric and phase-shifted, said phase shift is transmitted to the air chamber frames, and said chambers transmit variable analog signals about the pneumatic output wave of said main diaphragm, which senses said analog signals, while said diaphragm, piston, elongated diaphragm and oil generate output signals regulating drive forces of fluid pressure in said air chambers through channels , and said transfers are carried out in a fully closed system.

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