SE445105B - LOADING BRAKE POWER CONTROL DEVICE - Google Patents

Description

7804423-7 at the bakery when braking unladen or partially loaded vehicles has been counteracted by a in the already mentioned patent application P 26 43 296.2 Detailed control valve device described in more detail.

The vehicle manufacturers for the development of a new vehicle nation demanded load-dependent braking force regulation to a long above the normal value approx. 4.7: 1 horizontal, to a value of 13: 1 the regulatory relationship has been resolved by the low-dependence braking force the control device disclosed by our patent 7711917-0 (437 497), to which the present application constitutes a supplement.

Since the braking force regulator with the normal control ratio the country about 4.7 = 1 and the braking force regulation planned for the future tower with the high control ratio up to 13 1 1 also regarding manufacturing exhibits different characteristics, considerations have led to that of the braking force regulators with the high control ratio develop braking force regulators with normal control ratio which manufacturing technology is on the same level. Such a braking force regulation lator has been announced in German p ans P 27 03 945.8. Thus, the poison was solved to provide braking force regulators as without increased manufacturing cost can be built into different vehicle types whose clay ratio.upward is close to the maximum achievable, but not 4 4; 7 ~ = 1.

A disadvantage, however, is that for a number of vehicle types such as due to its design and its conditions of use bromine power regulators whose control ratio is <_4,7 = 1, still various braking force regulators must be manufactured and stocked.

Proposal to achieve this low regulatory ratio by shortening the piston stroke must be rejected because the surface formed by the slats becomes smaller when shortening the stroke, which entails the disadvantage that regulatory accuracy suffers.

The object of the present supplementary invention is is therefore in the process of training a regulator with the regulatory relationship É 4.7 = 1 that using the same steering piston stroke and thus the same entire turning range for the load-dependent adjustable, with the shaft connected lever, with a single device through in practice insignificant -changes on the building components can receive a regulatory relationship as well É '4,7 = 1 as also a control ratio <.4,7 = 1 whereby especially the control conditions should be feasible without changing the regulator cast parts. _ This object is solved according to the invention by the measures 7804423-7 according to the characterizing part of claim 1.

By remodeling the upper valve body cover and the by effecting the control of the pilot piston between the housing wall and this looks mantle you get the opportunity to by alternating installation of O-rings between house wall and piston and between piston and cover mantle resp by closing the hole between the compressed air connection hole and the batch chambers realize the regulations needed in practice to the conditions using the same components.

Using the figures, the construction and function are explained below. of an automatic load-dependent braking force regulator whose control device is transformed according to the invention. The three variants is written with regard to the control conditions of the braking force regulator cland in the function description of the control valve. Fig. 1 shows a section through a braking force regulator with control valve according to the invention (control ratio ¿4.7 1 1), Fig. 1b is a section through the disturbance valve. (control ratio '> 4 »7 = 1), Fig. 1c is a section through the valve (control ratio 4,7 = 1) and Fig. 2 a graphical representation of the brake force regulators obtainable with the invention according to the invention the characteristics at which the pressure Pe fed into the brake cylinder depending on the pressure Pa discharged by the brake valve.

The controller with the control ratio according to Fig. 1a has a housing with a control piston 2, a flexible diaphragm 3 and a double valve 6, 7 and 8. The double valve is formed by the double valve body 6, one on the piston 2 inner wall arranged valve seat 7 and another valve seat 8 which is formed on the upper end surface of an under the double valve body 6 arranged valve stem 9. A number of radials are connected to the piston 2 slats 10 which engage without contact between corresponding slats 11 which are arranged on the housing 1. The end surfaces 10a facing the membrane 3 11a on the radial lamellae 10 and 11, respectively, form parts of a co- nisk mantle. In the position shown in the figure lies the membrane 3 against the end surfaces 11a. The ledge formed by the guide piston and diaphragm the piston 2, 3 has an upper effective surface 12 and a lower effective surface 15.

The upper effective surface 12 is immutable and overlies a guide chamber. mare 13 in connection with a compressed air connection 14 leading to motor vehicle brake valve or trailer brake valve. The wonder effective surface 15 changes with the movement of the ledge 2, 3 and stands in connection with a connection 17 leading to the brake cylinders. .the valve shaft 9 is connected by a power connection to a ball pin 21 on a lever 22 mounted on the pin of a shaft 23 7804-423-7 which over a lever 24 with interconnection of a rod (not shown) system and a resilient element communicates with the vehicle axle.

The valve stem 21 has a hole 18 which is vented over a chamber 19 and a vent 20. Coaxial with the valve stem 9 is arranged in the housing a leveling piston 25 whose upper piston end supports the ball pin from below and thus forms a smoothing for those from above on the ball pin 21 known forces. A chamber 26 located below the equalization piston 25 is connected via a connecting pipe 28 to the control chamber 13.

In the upper part of the control valve housing 1, the pressure control device is according to the features according to the invention. It consists of a pilot piston 29 which is under load of one against the valve housing cover 1a supporting spring 39 whose tension is adjustable with one in the cover 1a arranged screw 40 and an inlet valve 31, 32 and an outlet valve 31, 33- The inlet valve 31, 32 is formed by a valve body 31 and an i housing fixed valve seat 32 and the outlet valve of the valve body 31 and a valve seat 33 formed at the pilot piston 29, Between the pilot piston 29 and the housing 1 is a baffle chamber 35 and a landing chamber 36 arranged different from each other. The landing chamber 36 is above a hole 37 in communication with the connection 14 while the control chamber Over the inlet valve 31, 32 and the chamber 13 is connected to the in addition 14. The control chamber 35 is directly above the hole ' 38 in connection with the chamber 3a located above the membrane 3 and vent at open outlet valve 31, 33 via a vent channel 18 and the vent 19, 20. The vent of the breathing space 29a above for the pilot piston 29 also takes place over the vent 18, 19:20.

Below is a brief description of the load-dependent regulation the valve itself.

When braking comes from the motor vehicle's brake valve resp the trailer's control valve compressed air over the connection 14 into the chamber 13 and pushes the piston 2 downwards. In doing so, the double valve body 6 presses the valve stem 9 likewise downwards until it rests on the ball pin 21 and when pressed further, the valve 6, 7 opens. The compressed air can now over the connection 17 flows into the brake cylinders and the chamber 16 below membrane 3.

The diaphragm 3 detaches during the downward movement of the piston 2 in the regulator housing, the lamella 11 is mounted and lies more and more against one another 2 slats of the piston 10. The effective membrane surface is enlarged so as to until it overrides the surface of the piston top. Thereby lifted again piston 2_and valve 6, 7 are closed again. Thus, a brake lock 7804423-7 position achieved. The pressure now prevailing in the brake cylinders corresponds to the pressure regulated depending on the load weight. Above the connecting pipe 28, the pressure input in the apparatus has the air simultaneously enters the chamber 26 below the piston 25, the carbon 4 vein 25 abuts the piston pin 21.

After the brake pressure is released, it pushes in the brake cylinders fine compressed air piston 2 to its upper end position and deviates above the outlet valve 6, 8 through the holes 18 of the valve presser 9, the chamber 19 and the vent 20 to the open air.

In the above description of the load-dependent control valve with the aid of Fig. 1a, the pressure disturbance valve has not been taken into account. mode of action. The brake pressure coming from connection 14 goes simultaneously over the chamber 13 and the bypass inlet valve 31, 32 in in the biasing chamber 35 and further acts through the hole 38 on the diaphragm 3 and in addition, this brake pressure enters directly through the hole 37 into the satskammaren'36a.

At a certain effect in the chamber 35 on the underside of the piston 29 inlet pressure, the pilot piston 29 moves against the force of the spring 39 and against the force of the prevailing in the chamber 36a, on the pilot piston 29 ring surface in the pressure direction of the spring 39 acting upwards and causing in that the inlet valve 31, 32 closes. The compressed air that until the inlet valve 31, 32 shut off streams on the upper side of the diaphragm counteracts the brake cylinder pressure that builds up on the diaphragm side and repeals in this area the load-dependent regulation d v-s in the chamber 16 below the diaphragm 3 a correspondingly higher pressure is built up.

When the brake pressure was regulated by the motor vehicle's brake valve exceeds a certain pressure height is built up, since the inlet valve 31, 32 is closed, the pressure further only in the chamber 36a and pushes the carbon valve 29 again downwards, which means that the inlet valve 31, 32 is reopened. and the diaphragm 3 is actuated with compressed air through the hole 38. Thereupon again the above-mentioned closing of the inlet valve 31, 32 and in the further pressure increase in the chamber 36a a re-opening of the inlet valve 31, 32. In Fig. 2 it is shown in this way the controller characteristics through lines a and b corresponding to one control ratio 4 4.7 = 1. Point A corresponds to the "entry pressure" and point B1 the full brake pressure.

Of that for a control ratio <, 4, T = 1 constructed the braking force regulator can now be changed without changing the components with simple measures make a braking force regulator with a control ratio

Claims (4)

(29). 7so442s-7)> 4,7 2 1 by only taking the C-ring out of the ring groove A in the lid 1a according to rig 1b and instead inserting it into the ring groove B in the pre-steering piston 29. This prevents pressure mounting 1 in the chamber 36a and pressure acting in the opposite direction to the force in the spring 39 can be built up in the chamber 36 and the conditions for the control conditions J> 4,7 described in the main application are realized. The resulting regulator characteristic is shown by the line sequence a and d in Fig. 2, where point A also here corresponds to the "entry pressure" and point B3 to the full brake pressure. - In order to achieve the third, made possible by the measures according to the invention, the design of a regulator with a control ratio of 417: 1, it is only necessary to close the hole 37. It is thereby possible to refrain from building in 0-rings in the ring grooves A and B Lines a and e in Fig. 2 show the course of this characteristic, the full brake pressure corresponding to point B2. P a t e n t k r a v: Load-dependent braking force control device according to Claim 1 of patent 7711917 ~ 0 (437 497), characterized in that a second landing chamber (36a) is arranged above the presetting piston piston. Braking force control device according to claim 1, characterized in that the second landing chamber (36a) is pressure-relieved by removing a normally present sealing ring (O-ring A). p Braking force regulating device according to Claims 1 and 2, characterized in that a sealing ring (0-ring B) is arranged between the first vent chamber (36) directly venting the hole (37) and the second ledge chamber (36a). IN Bromine force control device according to claim 3, characterized in that the hole (37) is closable and the landing chambers (36, 36a) and the presetting chamber (35) are connected to each other.