ZA200409931B - A pneumatic closed-looped anti-lock pressure modulating device for pneumatic brake systems - Google Patents

Description

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BACKGROUND TO THE INVENTION

This invention iss directed to a pneumatic brake system whose pressure redaction means is interrmal, being closed-looped and compensating for the multi-pohase pressure differen tials by sensing pneumatic signals that are inherent to all fluid bbased friction-type brai<ing systems. A purpose of this invention is to show that the pneumatic signal sensing means and pneumatic signal output means of the invention is continuous, theereby the same automatically and continually adjusts the argular rotation of the wEneels and these means are an improvement over a control m odule for a brake syste m for trucks and semi-trailers, and other electronic control modules.

Another purpose= of the invention is to demonstrate a novel approach to se=nsing infinite pneumatic signals within limits in a closed-looped pneumatic antilock braking system that is arw improvement over all electronic antilock brake systems, and is not obvious to those who are skilled in the art of brake manufacturing. Another puspose of the invention is an improved means for detecting malfunctions by utilizing the existing fluid pressure loss system of the brake system, thereby maki ng- it unnecessary to ircorporate additional electrical circuits that tax the limited output of the electrical geneeration system.

Pursuant to the 49 Code of Federal Regulations 571.121, the U.S. Na-tional

Highway Traffic Safety Administration (NHTSA) has defined antilock brakes as follows: “Antilockc Braking System’ means a portion of a service brake system that automatically comtrols the degree of rotational wheel slip during braking bys: (1) sensing the rate sof angular rotation of the wheels, (2) transmitting signals regamrding the rate of whee=l angular rotation to one or more devices which interpret hose signals and generate responsive controlling output signals; and (3) transmitting those signals to one or more devices which adjust brake actuating forces in response to those signals.” :

Furthermo re, as published in 60 Federal Register 13224, the NHTSA states, “As discussed im the NPRM, the definition is sufficiently broad to permit the installation of an-y antilock braking system, provided that it is a “closed-looped’ system that ensu res feedback between what is actually happening at the tire—road surface interface aand what the device is doing to respond to changes in wheel sli p.”

Furthermowe, as published in 60 Federal Register 13227, the Ame rican }

Trucking Associa tion and others commented that the definition of ABS would “preclude anything but electronic systems, thereby prohibiting mechanical systems. 40 The NHTSA notess that this is incorrect, since the definition does not re«quire "electronics for the sensing of the wheel rotation, or transmission of wheel rotation or controlling signalss. Such functions could be performed using pneumatic, hydraulic, . optic or other mec hanical means.” Furthermore the NHTSA states, “In the case ofan

ABS that does rot require electrical power for operation, the only mandatory electrical requirement in this rulemaking ... is for malfunction indicaator lamps used to signal a problem in the ABS.”

As published in 60 Federal Register 13259, the NHTSA fu rther defines, “An

ABS is a closed-looped feedback control system that, above a preset minimum speed, automatically modulates brake pressure in response to measured wheel speed perfo rmance to control the degree of wheel slip during braking and provide : improved uti lization of the friction available between the tires and the road.”

Finally, during rulemaking, the NHTSA denied a petition by the Jenflo

Company to amend the definition of ABS so as to permit open-loogoed systems. As cited in 60 Federal Register 63966, it states, “In previous notices, the agency discussed in extensive detail the reasons for requiring a “closedi-looped” antilock : system.... NEHTSA's definition permits any ABS, provided that it is a closed-loop system that ensures feedback between what is actually happening at the tire-road } surface interface and what the device is doing to respond to changes in wheel slip.

As many brake and vehicle manufacturers commented on the September 1993

NPRM, a device that satisfies these criteria is necessary to prevesnt whee! lockup under a wide variety of real world conditions, thereby significantly improving safety. :

In contrast, a definition that permitted open-loop systems would al low systems that would not necessarily prevent wheel lockup.” All electronic antilock brake systems vent air in a grip-release action during the braking cycle, thus making them “open- looped” and function only after the wheels lockup. They cannot preveent wheel lockup.

One such electronic system is the control module cited in the patent of

Donald J. Erhiich et al, (Erhlich) U.S. Pat. No. 6,264,286 dated Jualy 24, 2001, and comprises a first control line for transmitting air from a source, a se=cond control line for transmittirg air to a relay valve on a trailer, allowing air to flow thmere-through, and a pneumatic control module (PCM) having structure for reducing pressure from an inlet port of the PCM to an outlet port of the PCM. .

The p atent is for an antilock control module (ACM) connected to a first control line and has a second control line that is connected to a relay valves. The sequence of activation is the driver applies pressure to the brake pedal tr eadle valve that delivers a pneumatic pressure signal via the first control line to the ACM and then to . a second control line that activates the relay valve and that in tum delivers fluid pressure to the air brake chambers.

The ACM employs a solenoid type device that cycles to interrupt the communication of the control line pneumatic signal by venting the fluid pressure to 40 the atmosphere after the wheels lockup. Thus the ACM cannot preavent the wheels from locking.

The A.CM contains a solenoid mechanism that cycles intermittently inducing an open-loop circuit to vent air from the control line in concert with the already present electronic control module (ECM). The ECU is also used in t rucks and buses 45 brake design. The ACM is subject to contaminants and malfunction because of this.

+ T he malfunctioning ACM will prevent the control line pneLimatic signal from being c ommunicated to the relay valve thereby preventing the relaw valve from actuating.

The ACM employs the functions of solenoid devices. The solenoids periodically disrupt the flow of electricity causing an “open-loop system.” The NHTSA iss specific in its requirement that antilock brake systems be fully “closed-looped.”

T he disruption of electrical flow causes the system to be “open.”

The ACM solenoid functions cause a venting of ttae compressed fluid that acctuates the brake system after the brakes lockup. The NITSA requires the brake swstem to be fully closed-looped. Venting of the fluid pressure is an “after-the-fact’ ewent; the patent is in conflict in that it claims to prevent brakes from locking up and ire fact vents air after they lockup. :

The ACM deliberately vents compressed air during the braking cycle. This veanting of air pressure deliberately causes the pneumatic posrtion of the brake system . tos be intermittently open. The venting of the air reduces the applied pressure, interrupting the braking cycle, thereby inducing a grip-reiease cycle effect during braking: :

The ACM grip-release cycle increases the stopping distance of the vehicle.

The recovery time of fluid pressure buildup causes abrupt shock waves in the preumatic portion of the brake system. The shock wavees increase the applied pressure to induce excessive variable pressures.

The Sugarawa patent, No. 5,518,308, employs “...a method of controlling an anti-skid brake system for a vehicle having one modulatosr and two wheel speed sensors.” This method also employs a grip release method whereby the brake sy=stem must vent air from the closed brake system causing it to be open during the braking cycle. This method attempts to divert pressure from one wheel to another via a “pressure reducing-retaining mode-pressure intensifying rmode.” This method still re quires venting air through the designed pressure-reduciing mode, via an ECU, : which vents air through the modulator that is integrated there=with.

The mainstream approach to antilock brakes for peneumatic systems is to intermittently vent compressed fluid from the brake system. This approach is nothing more than a “bleeder valve” and it creates multiple problemas for manufacturers and maintenance personnel. The ACM and ECU approach do es not take into account } the= laws of physics as they pertain to objects in motion.

In the case of a truck tractor and trailer there will be aan ECU for the tractor, an

ECU for the trailer, with accompanying modulator valves, and an ECU or ACM for the 40 traailer. There will also be wheel speed sensors installed on the hubs of the axles of the collective axles of the truck tractor and the trailer in tande=m.

Braking is a dynamic event, beginning at the application of fluid pressure to thes air chambers, and terminating when the vehicle comess to a stop or when the dri ver removes his foot from the brake pedal. Each stop iss subjected to an infinite 45 nu mber of variables on the road surface and when the b rake linings contact the

5 brake drums or rotors. Therein lies the problem for electronic antilock brake systems. Electronic antilock systems are digital and must be programmed, thereby : processing a limited amount of data. The causes of wheel lockup are analog in measure. A digital device cannot process the infinite amount of analog data that : causes the various types of wheel lockup.

A 40 pounds per square inch applicatton of fluid pressure on a type 30 chamber (30 square inch surface area on thes internal diaphragm) with a 6 inch levered slack adjuster will generate 7,200 psi of static force at the brake lining-drum interface. Testing by the inventor shows that the wheel, rolling at 20 mph, will lockup, at pressures approaching 40 psi. According to tests of the electronic systems conducted by the NHTSA, pressures in the air chambers must exceed 100 psi in order to cause the ECU and ACM equipped systems to vent air. The static force calculation between the brake linings and the borake drum is approximately 18,000 psi. The time-weighted value to reach that press ure is approximately .6 second. The cycle time for electronic type antilock brake sy’stems is 5 to 6 times per second.

Compressed gas travels at the mach speed. The electronic antilock brake systems would have to vent more than 60% of the volume to achieve the release of the wheel lockup. The time-weighted value to achieve en ough of a pressure drop to release the wheel lockup is .42 seconds. Decelerating freom 60 miles per hour the vehicle will travel an additional 36.8 feet during the cycle time. Also the thermodynamically induced eccentricities on the drum contact surface circumference and the warping on the rotor surfaces cause discontinuities during th e drum-lining or rotor-lining dynamic interface, thereby causing interference with co nsistency in the electronic antilock venting cycle. Electronic antilock brake systems cannot cycle fast enough to achieve the desired affects, thereby causing vehicle instability during the braking cycle.

All ECU and ACM electronic type antilock brake devices vent air pressure to the atmosphere to cause the release of brales after they lockup and only at : pressures above 80 psi, otherwise described as “heavy braking” in the Final Report,

DOT HS 807 846. Venting of the air results in t he momentary decrease in the fluid pressure within the brake system. This action is intended to release the brakes that are locked-up, and to permit the wheel to momenrutarily freely roll, thereby flat-spotting and skidding the tires. Also during this cycles, the brakes are momentarily not applied, thereby causing the vehicle to increases its stopping distance. This action overrides the driver control of the vehicle thus creating a continuous venting-grip- release action, or open-looped system, until thme vehicle comes to a stop that is 40 substantially greater than would occur with a n<on-venting or close-looped system.

Pursuant to 60 Federal Register 13259, “open—Ilooped systems” are not permitted under the 49 CFR FMVSS 571.121 regulations. The ECU and ACM approach does nothing to prevent the incidence of single-wheel lock-up that is the cause of jackknifing and the loss of vehicle stability.

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The present and novel invention, being an improvement ovear all electronic antilock brake systems, is analog, fully closed-looped, senses the rate of angular rotation, and senses what is actually happening at the tire-road surface interface via the interfaces of the components of the braking system, the wheel and the tire, and is subject to an alog pneumatic signals from opposing air chambers fron a single axle.

The inventiom compensates for the variations and shock wave signals that are generated in the air chambers and thus transmitted to the invention. The invention therein compensates for the over-pressurizations by dampening the variable pneumatic signals, reducing the fluid pressure, thereby preventing ®he same from passing to the opposing air chamber. The invention therein gererates analog pneumatic output signals; reduced pneumatic pressures, and the same signals are : transmitted ®o the respective opposed air chambers. These output signals automatically adjust the brake actuating forces and compensate, via the interfaces, for what is haappening between the tire and the road surface, without venting air. The cycle is fully completed during the braking event. Thus the decel eration rate is constant and the wheels stop rolling at the point where the vehicle stops, thereby preventing premature wheel lockup.

The 49 CFR 571.121 Federal Motor Vehicle Safety Standards (FMVSS) specify a standard for detecting a malfunction in antilock brake systems. The standard calls for a malfunction warning light to be installed on the left rear corner of a trailer, which should be visible to the driver in the left side view mirror, and should illuminate in the event of an electrical failure. An electrical malfunctieon light is also required to be installed and visible to the driver in the cab of the truck.

The industry has reported that drivers have a difficult tim e viewing the external warrwing light from the cab. It has been reported in many tracde publications that the external warning lights had been disabled or disconnected. Other vehicles have had the light bulbs removed. Still others have reported that one does not know : if the light is to be off or on. One can continue to indefinitely operates an electronic type antilock brake system with a malfunction.

The malfunction warning lights do nothing to detect any mal#unction of the computer cormponents that are responsible for interpreting and tr-ansmitting the ) signals that s ense angular wheel rotation. The truck, trailer and bus ECU/ACM are : equally vulnerable. The State of Georgia encountered a major problem with the school buses that were equipped with electronic antilock brake systeams. The ECU components wvere programmed with incorrect algorithms that caused delays in the 40 delivery of fluid pressure to the air chambers. The delay in brake actuation was documented to be as long as 10 seconds. The malfunction warning lights were unable to detect the problems with the computer programming. Mores than 400,000

ECU’s were rezcalled in the United States and Canada.

The p resent novel invention, being an improvement over all other antilock 45 brake systems, malfunction system is redundant to improve safety. T he invention is

\ not activated by electricity, but by the fluid pressure in the brake system. The invention wrill sense pneumatic pressure signals as low as 5 psi. Truscks and buses normally m aintain approximately 120 psi of fluid pressure in the storagye tanks. This ensures that multiple brake applications can be made in the event of a malfunction of the compreassor. A light that is visible to the driver will illuminate ancl a buzzer will sound should the pressure fall to 60 psi. The falling pressure for the truck or trailer can also be viewed by observing the stored pressure and applied pressure gauges that are mounted on the dashboard in the cab. Additionally, the em ergency brake portion of the air chambers will engage, immobilizing the vehicle. This redundant malfunctiors system will ensure that repairs will be made before the =vehicle can be moved. Th isis an improvement over all electronic type malfunction systems. :

I

In pneumatic/fluid pressure air braking systems it is customary to install a quick releas=se valve, between the brake actuator chambers on the respective axles of buses, trucks and truck/trailer combinations.

One such quick release valve is disclosed in the patent of Steephen Vorech,

U.S. Pat. Mo. 2,040,580 dated May 12, 1936, and comprises a flexi ble diaphragm which is effective to not only direct the application of compressed a ir to the brake actuators, bout to also secure a quick release of air pressure from such chambers when the master control valve is moved to the brake release position. Another such type of valwe is disclosed in the patent of Earl T. Andrews, U.S. Pat. No. 2,718,897, dated Sept . 27, 1955, and comprises a spring acting upon the diaphragm in such a manner that a pressure differential exists across the diaphragm ard this feature results in somewhat slower application of fluid pressure to the brake actuators.

One such trailer brake release valve is disclosed in the patert of Joseph L.

Cannella, U.S. Pat. No. 3,512,843, dated May 19, 1970, and illustrated in the same as being e lectrically operated and connected by a conduit to the re-lay valve, said : relay valve being connected by conduits respectively to brake actuatorss.

Ones such apparatus for equalizing and absorbing shock is disclosed in the patent of Theodore P. Spero, U.S. Pat. No. 4,166,655 dated Sept. 4, 1979, and comprises a resilient, yieldable, shock-absorbing member contaimed within an elongated wvalled housing and bordering on one end by a top side cawity wall and on the other eend by a piston whose bottom side is sealed by a diaphragm member to prevent thes cavity from being contaminated by water droplets and particulates. This apparatus ¥or equalizing pressure and absorbing shock as further d isclosed in the 40 patent is installed to one side of a quick release valve which is installed between two opposing te»rake actuators to prevent single wheel lock-up in a pne umatic braking system.

The- device described by Vorech employs the use of a spring acting upon a diaphragm in such a manner that a pressure differential exists across the diaphragm, 45 and this fezature results in somewhat slower application of the front brakes as compared with the rear brakess and causing a lesser energization of the front brakes than that of the rear brakes. This device causes a purposeful time and applicatior differential with the negative effect of unbalanced front-to-back braking and unever front-to-back wear on brake components, with the back brakes wearing prematurely/ to the front brakes. Also, as t he braking ability of the front brakes is diminished, thea ideal stopping distance is increased.

The device described by Cannella is electrically activated by a switch attached to the foot pedal control valve and upon release of the foot pedal, the switch directs electrical energy through a time-delay switch and then said electrical energw is transmitted to the electrical trailer brake release valve connected to the relay valve by a conduit and releasing the fluid pressure contained within the conduit connected - to the relay valve for the purp ose of eliminating the sluggish exhaust of air pressure from a plurality of brake chambers. The sluggish exhaust of the plurality of brake actuators is more a result of the actuators’ fluid volume being exhausted through a single relay valve exhaust port. Cannella’s device also lacks the design to address the fluid pressure wave front that so readily travels through the relay valve crossing to and from opposing brake actuators and causing single wheel lock-up.

The device described by Spero, an apparatus for equalizing pressure and absorbing shock in a pneumatic braking system configured with a walled, contained, two-chamber housing having an elongated, resilient, yieldable member on the top end and a rigid piston on the bottom in the upper chamber separated by a resilierat covering to prevent contamination forming a divider for a second lower chamber has=s been discovered to have negative effects on the brake system. It was found that ass the piston is acted upon by fluid pressure, said piston deforming the elongated member and having the result of energization of said member, upon release of the fluid pressure the piston becomes a projective traveling into the second lowe=r chamber causing physical darmage to the dividing resilient member, the result being : contamination of the upper cheamber and inconsistent equalizing of pressure and am inability to absorb shock. Another result being the fluid pressure volume would cause the damaged divider membe=r to enter the outlet port, clogging the conduit and preventing fluid pressure from flowing to the brake actuator. These consequences are entirely due to the piston’s lack of an established point of rest. :

Still another consequemce of the apparatus is that its location to one side of =a quick release valve lessens its ability to absorb shock occurring from the fluid pressure application density wrave front that results from supersonic compressed flui« 40 flow. The density wave front travels first through the source supply inlet port of the quick release valve where the density wave front divides, causing a shock, and travels simultaneously through opposing laterally aligned outlet ports, one to a brake actuator and the other through the apparatus and then to the opposing brake actuator. As the initial shock occurs in the quick release valve and not in the apparatus, fhe apparatus cannot absorb the shock and the ideaal braking effectiveness is diminished.

One Of the objects of the present invention, and also an improveme=nt over the quick release valve, is the present invention’s ability to utilize the destructive interference qualities of compressed fluid flow and create constructive irterference conditions to eliminate single wheel lock-up by incorporating a delivery channel whose propearties isolate the fluid mechanics of the quick release functiosn from the equalizing fumnction of the base chamber delivery system.

Another object of the present invention, and an improvement ovesr all quick release valvees, is to provide a valve of the type whose functions eliminate the degenerative= effect created by the front-to-back braking time differential, &as the ideal braking situa-tion is to have balance throughout the plurality of brake actuators.

Another object is to provide a valve that is an improvemeng over the apparatus fo r equalizing pressure and absorbing shock, and having the rmechanism to absorb sh ock of compressed fluid flow at the point of said shock and to equalize pressure simaultaneously during dynamic braking cycles with the appropriate design to ensure corsistent performance.

Yet another object is to provide a valve whose mechanisms pprovide for consistent pearformance, maintainability and reliability over a relatively long lifetime.

Still aanother object is to provide a valve whose exhaust/relief furiction does not cause sl uggish release of fluid volume in plurality brake actuator designs but works mechanically as an integral part of the brake system design to imsure quick release of fluid pressure volume between opposing actuators per axle in all vehicle axle configur-ations and is an improvement over the trailer brake release valve.

Still a nother object of the present invention is to provide a single valve whose performance exceeds those of the aforesaid patents with the improvements necessary to prevent the consequences cited of same said patents. .

SUMMARY OF THE INVENTION

This anvention provides a differential pressure regulator quick rel ease valve for fluid pres sure brake systems having an integral design subject to fluid pressure differentials, contaminants and particulates, having disposed therein a ret-aining ring, a rigid piston and an elongated, resilient, yieldable, shock absorbin g member disposed on a first face of said piston in a walled cylinder and chamber associated 40 therewith said retaining ring disposed for boundary means on a second fla. nge face of said piston and whose function is for consistent, like dampening reactions at a conclusion off compression of said shock absorbing member and said meamber being returned to &n original configuration and said boundary means restrictimg travel of said piston £0 a position in said cylinder at completion of depressurizzation, said 45 cylinder havimg oil dispersed therein; and as said valve receives fluid presssure having

. i 5 said pressures differentials being delivered to a delivery charmnel thereof having centralizing nmeans via a housing with a protrusion, an inlet port and said protrusion having a first diaphragm means disposed therein to interrupt communication with cover plate of said protrusion having exhaust ports and sai«d delivery channel centralizing amd isolating said fluid pressures and pressure differentials in a base 10 chamber havimng laterally aligned outlet ports and pressurizations acting on a flexible covering havimg an inner face and an outer face for acting on s aid piston's second face and said piston being restricted by said boundary means and said covering having a con-tinuous peripheral portion extending from second diaphragm means thereof, an owuater surface of said second means forces an inner surface thereof into contact with aa second end such that pressure is transmitted to =said piston causing said piston to deform said member into a cylinder housing and delivering pressure directly from a base housing chamber to said outlet ports.

In a preferred form of the invention the differential presssure regulator quick release valve is a pneumatic closed-looped antilock pressure-mcodulating device for pneumatic brake systems, as described immediately above, having an integral design and insstalled to receive delivery fluid pressure from a relay valve via an inlet port and a d elivery channel and delivering said fluid pressume to opposing air chambers on aa single axle via a delivery channel to a base charmber, said pressure flowing throug 4 opposing outlet ports via conduits that are connected to opposing air chambers, sai«d chambers receiving said fluid pressure and filling said air chambers, thereby creatirmg mechanical leverage and advantage via a push r«od whose opposing end is attached to a slack adjuster, said slack adjuster having an interface via a worm gear in an oppoosing end whose gear teeth interface with the sp lined end a of cam shaft whose opposing end is formed in the shape of an “s”, said “s” cam thus contacting the rollers of two drum brake shoes, said shoes being semi-elliptical with an end being hinged and an end having a roller, said “s” cam beirg located between : said rollers of =said brake shoes, said “s” cam shaft then having torque and rotating to opposing points of contact with said rollers, thereby having adjace=nt points of contact and direct interface with said brake shoes and said brake sh-oes having friction material that iss riveted to the outer circumference for contact with a rotating circular brake drum to create an interface with friction coefficient, said lining and drum interface beingy between different geometries therewith a wheel arad a tire attached to the brake drurm, said tire interfacing with a road surface whose interface variations from a multi-vaariable surface is transmitted via the collective int erfaces of the tire, 40 wheel, friction material, brake shoe, rollers, “s” cam, slack adjuaster, push rod, air chamber and fluid pressure, said variations or input causing analoeg pneumatic shock wave signals ®0 transit through the compressed fluid interface i n the opposing air chambers and the attached conduits at variable speeds, said sig nals exceeding the mach speed, said signals being infinitely variable between limits, and said signals 45 being sensed atthe base diaphragm, said base diaphragm having an interface with a piston, said piston having an interface with an elongated ela stomeric member, said elastomeric member having an interface on the opposing enc with the rigid cylinder surface, the ambient air whose contained pressure is sea Bevel, and 2 ounces of hydraulic oil contained therein, said variable analog fluid presssures being modulated by compressing the base diaphragm, the piston, the elongate=d elastomeric member, the ambient air and the hydraulic oil, whose action dampens the said infinitely variable signals therewith the output being adjusting brake actuating forces thereby relieving the pressures at the friction material-brake dmrum interface thereby controlling the degree of wheel angular rotation without ventisng fluid pressure to the atmosphere.

The invention inclues a pneumatic closed looped pres-sure-modulating device : for pneumatic brake systems as described immediately abowe, the brake assembly having an air actuated caliper, said caliper having an air chamber with ability to clamp, and shoes or pads having friction material bonded thereto and or riveted to the inner surfaces of two opposing surfaces and disposed to become directly adjacent to a rotating rotor spinning there between, said friction material contacting the outer surfaces of a rotor that is mounted on a spindle, saidl spindle being attached to the opposing hubs of the axle, and said rotor being attache=d to a wheel and a tire, and said caliper being actuated with fluid pressure to causes said caliper to clamp about the surfaces of said rotor and said interface generating analog pneumatic signals in a the air chamber of said caliper and said chamber transmitting said variable signals of the tire and road surface interface, via the= collective interfaces of said tire, rotor, caliper and friction material, said analog variations being input that is transmitted via the pneumatic fluid pressure signals from the caliper air chamber via conduits to the base diaphragm, whereby said diaphragm interfaces with said piston, elongated membrane and said hydraulic oil, therein interpreting said analog pneumatic signals and said output means directly transmittirmg said signals from the : cylinder diaphragm back to said caliper air chamber, thereby adjusting the actuating forces of said caliper-friction material interface and automatically controlling the rate of angular rotation of said wheel. }

BRIEF DESCRIPTION OF THE DRAWINGS

In the drawings, wherein similar reference characters refer to similar parts throughout the several views: 40 FIG. 1 is a diagrammatic view of a typical fluid pressure vehicle braking system for truck/semi-trailers having the novel differential p ressure regulator quick release valve of the invention incorporated therein;

FIG. 2 is a detailed sectional view of the differential pressure regulator quick release valve.

FIG. 3 is an external front view of the differenti al pressure regulator quick release valve.

FIG. 4 is an external side view of the differential pressure regulator quick releaase valve.

FIG. § is a topical view of the quick release cover plate.

FIG. 6 is a diagrammatic sectional view of the upp er cylinder housing.

FIG. 7 is a topical internal view of the upper cylind er housing.

FIG. 8 is a topical external view of the differential pressure regulator valve.

FIG. 9 is the differential pressure regulator valves in its operating position on the typical braking axle.

FIG. 10 is a topical view of the retaining ring. .

DETAILED DESCRIPTION OF EMBODIMENTS OF THEE INVENTION

Referring more particularly to FIG. 1, the novel differential pressure regulator quic k release valves of the present invention are illustrated therein in connection with a praesumatic fluid pressure vehicle braking system. Said braking system includes; a truck reservoir 20 supplied by a conventional compressor 62, a conventional govemor 63 employed for controlling the operation of the compressor 62 in accordance with the pressure of the air within the resenwoir 20, a reservoir 25 for the trailer, a treadle valve 19, opposing brake actuator charnbers 27 and 28 (FIG. 9), 29 and 30, 31 and 32, 33 and 24, 35 and 36, a conventional relay valve 21, an emergency relay valve 26, glad hands 22 and 24 connecting the trailer/truck air brake systems. Also shown in FIG. 1 are the conduits 60, 57, 58, 52 and 53, whose purpose is to direct fluid pressure to the invention 37, 38, 39, 40, and 41 of the patent, and are interposed respectively between opposing brake actuators 27-36, and connected by conduits 42-51 for the purpose of directing the application of fluid : pressure to and its exhaust from said brake actuators 27 and 28, 29 and 30, 31 and 32, 33 and 34, 35 and 36 in a manner that will appear m ore fully hereinafter.

As shown in FIG. 2 the invention 64 includes a lower chamber base housing 4 having a protruded vertical inlet port 65 connected by conduits, 60, 57, 58, 52 and 53 andl two laterally aligned outlet ports 66 and 67 show n in FIG. 3 and FIG. 9, said outlet ports respectively connected to opposing brake actuators 27-36 by conduits 42-51. The base housing 4 whose composition of cast aluminum having density to maintain minimum of 150 psi for 60 seconds and has an inlet port 65 and machined 40 diaghragm support 68 which is a safety screen to maintain position of the flexible quick release diaphragm 10 and having a stamped rigid] quick release cover 9 for the purpose of exhausting the fluid pressure into the atmossphere. The flange upper wall 69 includes an upper surface 71 that is machined to mate with the corresponding surface of the cylinder housing flange wall surface 70 of the upper cylinder housing 1 45 hawing the same properties as the base housing 4 and said cylinder housing 1 that has an annular counterbore 73 therein for receiving the lip 73 of the cowering base diaphragm 8 in a manner as will later be described in detail.

In order to insure a long life of the valve 64 and secure uniform action, the quick release diaphragm 10 is made of a suitable flexible material such ass reinforced rubber or rubber composition and is free of any initial flexure or stress. Thee boundary edge 74 of the diaphragm 10 is resiliently maintained in engagement with inner surface seat 75 and thus controls communications between an inlet port 65 and a ported delivery channel 76. A cavity 77 whose diameter is machined sufficient to allow the unobstructed flexure of the quick release diaphragm 10 and wehose other larg er diameter is sized for the insertion of a square seal ring 11 to pwevent fluid pressure seepage around the contact surface of the quick release cosver 9 also having a formed concavity and is fastened to the base 4 by four locking screws 16, shown in FIG. 2 and FIG. 3, to secure the cover 9 to the base 4 is contaained in the base housing protrusion. Thus in the normal position of the parts, the quaick release cover 9 secured into the concavity 77 and maintaining the position of the seal ring 11 is fixing the location of the quick release diaphragm 10 between itself armd the inner cavity surface seat 75 having the machined integral diaphragm screen support 68 at the opening from the inlet port 65 and allowing for the unrestricted communication of fluidl pressure between the inlet port 65 and the delivery channel 76 anc the outlet ports 66 and 67 to the brake actuators 27-36.

The upper walled cylinder housing 1 has an inner cylinder machired surface 2, a button bore 79, for receiving the top end button 80 of the tapered frustoconical formed shock absorber 7 having a button 81 axially aligned with the b utton 80 in centrally oriented positions and seated against the inner cylinder top wall 82. This is to maintain uniformity of space around the member 7. The member 7 is comprised of app ropriate resilient elastomeric compounds and serves to compress momving axially and deform filling the upper chamber 83 when a force is applied to its faace 84 thus : ene rgizing and reshaping to its original form at termination of said force. The shock absomer 7 is formulated to a predetermined hardness sufficient to maintain ene rgization relative to the pressure differentials existing during the flu id pressure app lication.

Eight cc's of 10 weight non-detergent hydraulic oil 85 is dispense«d inside the upp er cylinder housing 1 for the purpose of aiding the shock dampening process and whose composition and operation is such that it exceeds the ambient temperature ranges to which brake systems are subjected. The piston 6 has a cemterbore 86 40 through the vertical center axis and is threaded through the bottom end horizontal portion face 87 to receive a hex socket screw 18 and being generally solid and having a top end horizontal face 88 to receive the shock absorber button 81 in the centerbore 86 with a piston wall surface 89, two counterbores 92 and 93 of a curved nature in the piston wall 89 and separated by two intermediate flange portions 80 and 45 91 Paving identical dimensions and whose diameter is slightly less tharm that of the inner cylinder surface 2 to insure a snug fit of the piston 6 is disposed in the cylineder

A retaining ring “17 is inserted into a grooved track shown in FIG. 6 in the cylinder inner surface 2 mmaking contact, without pressure, to the underside lip 99 of the piston bottom flange 107. The retaining ring 17 shown in FIG. 10 establishes -the piston’s 6 position of rest to insure consistent reactions to differential fluid pressures.

An O-ring 12 is dispense=d in each of the counterbores 92 and 93 and serves to fom an airtight seal between the piston 6 and the cylinder surface 2 and also serves to roll axially within the counterbores 92 and 93 when a fluid pressure force is present. A quantity of oil 97 is spread over the end portion of the face 87 of the piston 6 &and serves as lubrication for the base diaphragm’s 8 inner surface 104 during ft uid : pressurization.

The base diaphragm 8 is comprised of a resilient elastomeric mate=rial } impervious to winterizing alcohol and maintaining its function to pressures of 1000 psi and has a shape suitable to covering the piston 6 with a minimum clearance between the respective ports 66 and 67 without making contact with the piston 6. The base diaphragm 8 has a flared side wall 94, and end wall 95, and an annular flange 96 having an annular lip 73 that engages the counterbore 72 that serves to seal airti ght the piston 6, shock absorber 7 and the oil 85 of the upper chamber 83 from the contaminants or particulates contained within the fluid pressure transmitted throuugh the lower chamber 78.

FIG. 3 shows the assembled invention having the upper cylinder housinsg 1 with four openings 105 shown in FIG. 7 through its flange 100 shown in FIG.4 thaatis axially aligned with four openings 106 shown in FIG. 3 through the base housirag's flange 101, a 90-degree angle shaped bracket § in FIG. 4 having two openirgs through its horizontal side 102 for aligning with two respective openings of the baase housing flange 101 and the upper housing flange 100 and four self-locking type beolts : 13 and 14 shown in FIG. 8 and FIG. 4 extending through the said axially aligred openings and fastened with nylon inserted lock nuts 15 securing the bracket 5 to the base housing flange 101 and the same to the upper cylinder housing flange 100.

The operation of the valve of the invention will be readily understood in the foregoing description. It is understood that the parts of the brake system as showenin

FIG. 1 maintain a non-emnergized position. As the treadle valve 19 is activated, fluid : pressure having a press ure differential wave front travels simultaneously to the imlet ports 65 of the inventions 37-41 via conduits 60, 57, 58, 53 and 52. In FIG. 2 as the 40 wave front passes through the diaphragm support screen 68 it is dispersed unifor mly over the face of the quick release diaphragm 10 which is the point of fluid presssure shock for each individual braking axle having the effect of causing an increassing pressure differential acting on the flexible quick release diaphragm 10 and the quick release diaphragm 10 forming to the convexity of the quick release cover 9 to seal 45 the covers exhaust ports 103 as shown in FIG. 5, thereby interrup-ting communication with the atmosphe re. The fluid pressure wave front shock passes through the base protrusion cavity 77 where it is transmitted through the delivery channel 76 and centralizing the waave front shock in the cavity of the base chamber 78 where it depresses the base dimaphragm 8 against the piston face 87 depressing the piston 6 axially and energizing the shock absorber member 7. Thus the shock that occurs from the fluid pressure wave front is absorbed therein, and the fluid pressure is thereby instantaneously equalized before it is transmitted to the laterally aligned outlet ports 66 and 67 shoeswn in FIG. 3, FIG. 4 and FIG. 9 and through the conduits 42-51 to the brake actuators 27-36 (see FIG. 9). The delivery channel 76 in

FIG. 2 as designed in the valve of the patent is the only method by which the differentials that occur in quick rele@ase valves can be isolated from the delivery fluid pressure to the brake actuators.

By instrumenting brake actuators with fluid pressure testing devices it can be demonstrated that momentary fluid pressure differentials occur during the dynamic braking process. These differentia_ls are pneumatic shock wave signals. As is well known in the art of brake assemblies (not illustrated) the brake actuator has a push rod attached on one end to a rigid metal plate having a resilient diaphragm member that serves to open as a chamber when fluid pressure is applied. The push rod's opposing end is attached to slack adjuster attached to a cam shaft having an “S" cam design on its other end and serving as a type of fulcrum point for gaining mechanical advantage causing brake shoes to make contact with the rotating brake drum.

Inherent in all brake drums are hig h spots and low spots. During braking, the brake shoes track the drum making contact with the high spots and dropping off to the low spots causing a rocking effect of tthe “S” cam and in turn causing a back-and-forth jolting of the push rod and thus causing repressurizations of the fluid pressure in the brake actuator. These repressur-izations are reflected directly back to the base chamber 78 in FIG. 2 in the invesntion of the patent. As described in the Spero : patent, the reflected actuator pressure differentials from the actuator attached to the standard quick release valve musst pass through the standard quick release valve encountering the pressure differentials that exist on the diaphragm within said release valve. It has been noted ine the study of Fluid Dynamics that such encounters by opposing differential fluid presssure masses may cause a “dead air” effect or destructive interference and can emomentarily prevent the apparatus of the Spero : patent from being effective. The «design of the differential pressure regulator quick release valve eliminates said encounters as the fluid repressurizations from the 40 actuators do not encounter the presssure differential existing on the diaphragm 10 in

FIG. 2 but rather is reflected into thme base chamber 78 and absorbed, equalized, and redistributed simultaneously in the ssame manner as the fluid pressure wave front.

Upon release of the treadle valve 19, it will be readily understood that the fluid pressure differential acting on thhe diaphragm 10 will be reduced to ambient 45 atmospheric pressure having the exffect of relieving the quick release diaphragm’s 10 sealing effect on the quick release covers exhaust ports 103. The higher fluid pressures existing within the invention, the conduits 42-51, and the actuators 27-36 will form the diaphragm 10 against the: diaphragm support 68 and the inner surface 75, opening communication with the atmosphere through the cover plate exhaust ports 103 and exhausting the fluid pressure to the atmosphere and thus de- energizing and re-forming the shock absorber 7 to its original frustoconical shape and simultaneously returning the piston 6 to the established position of rest against the retaining ring 17 in FIG. 10 to assure like performance during the next braking cycle.

The diaphragm 10 will return to its position of non-flexure (rest) when the said pressure drops to atmospheric pressure.

The Spero apparatus U.S. Pat. No. 4,166,655 is used in conjunction with any : of the quick release valves of Horowitz, U.S. Pat. No. 3,093,153, Vorech, U.S. Pat.

No. 2,040,580, or Andrews, U.S. Pat. No. 2,718,897, and due to the effects of “isentropic and adiabatic flow” through the various quick release valves and their inherent pressure differentials, there will always exist a calculable imbalance in fluid pressure to the air actuators.

While the invention has been particularly illustrated herein and described with considered preferred detail, it will be readily accepted by those skilled in the art such that various alterations of the embodiments of this invention may be made without departing from the spirit of the invention. Be it known that the embodiments of this invention, alterations and modifications falling within the scope of the invention are covered by the claims that follow.

Claims (27)

1. A differential pressure regulator quick release valve for fluid pressure brake systems having an integral design subject to fluid pressure differentials, contaminants and particulates, having disposed therein a retaining ring, a rigid piston and an elongated, resilient, yieldable, shock absorbing member disposed on a first face of said piston in a walled cylinder arsd chamber associated therewith said retaining ring disposed for boundary means on a second flange face of said piston and whose function is for consistent, like dampening reactions at a conclusion of compression of said shock absorbing member and said member being returned to an original configuration and said boundary means restricting travel of said piston to a position in said cylinder at completion of depressurization, said cylinder having oil dispersed therein; and as said valve receivers fluid pressure having said pressure differentials being delivered to a delivery channel thereof having centralizing means via a housing with a protrusion, an inlet port and said protrusion having a first diaphragm means disposed therein to interrupt communication with cover plate of said protrusion having exhaust ports and said delivery channel centralizing and isolating said fluid pressures and pressure differentials in a base chamber having laterally aligned outlet ports and pressurizations acting on a flexible covering having an inner face and an outer face for acting on said piston's second face and said piston being restricted by said boundary mmeans and said covering having a continuous peripheral portion extending from second diaphragm means thereof, an outer surface of said second means forces an inner surface thereof into contact with a second end such that pressure is transmitted to said piston causing said piston to deform said member into a cylinder housing and delivering pressure directly from a base housing chamber to said outlet ports.

2. A differential pressure regulator quick release valve for fluid pressure brakes systems as recited in claim 1 wherein said base housing having said inlet port which is protruding and said axially aligned exhaust ports and disposed therebetween first means having fluid pressure delivered upon said first means and said first interrupting communication between said protruding inlet port and said laterally aligned outlet ports and allowing for unobstructed pressure differential shock to act upon said first means and said shock being freely delivered directly via said isolating and centralizing means, into said base cham ber and said shock acting upon said 40 second diaphragm means transmitting said shock to said rigid piston having dampening means at a position of rest at said boundary means and deforming and energizing said elongated shock absorbing member therein said cylinder chamber and said fluid pressure being delivered through said laterally aligned outlet ports via said conduits to brake actuators and hence pressure differentials generated by said 45 actuators being transmitted via conduits and s aid outlet ports to said base chamber and acting upon said second means, said actsuator pressure differential shocks being dampened as said second means contacts said dampening means and equalized by said energized deformed elongated member and simultaneously redistributed freely having no interference from said pressure differential at said first means.

3. A differential pressure regulator quick release valve for fluid pressure brake systems as recited in claim 1 having an irtegral design that is subject to fluid pressure differentials, contaminants and partisculates, wherein said boundary means establishes a point of rest of said rigid pistosn at said completion or conclusion of depressurization, said piston having fluid pressure dampening means, and said boundary means preventing destruction of said second diaphragm means.

4. A differential pressure regulator quick reelease valve for fluid pressure brake systems as recited in claim 3 wherein said cylinder housing and said base housing with said protrusion having aligned said inlet and exhaust ports, being disposed therein and separated by first means and hav ing isolating and centralizing means, a base chamber, and laterally extending outlet ports, said base chamber being separated from said upper cylinder chamber by a second means and having disposed therein said cylinder chamber, said boundary means, said dampening means, said O-rings, said energized elongated member, said oil, and said first means engaging diaphragm support of said inlet port interrupting communications with said inlet port, said isolating and centrallizing means, said base chamber, and said outlet ports so that fluid pressure application contained within said valve, conduits and brake actuators and said #Fluid pressure reducing to ambient atmospheric pressure through said exhaust peorts simultaneously de-energizing said elongated member re-establishing said dampening means at contact with said boundary means. :

5. A differential pressure regulator quick release valve for fluid pressure brake systems having an integral design that is ssubject to fluid pressure differentials, contaminants and particulates as recited in claim 1, wherein said delivery channel having centralizing means for said fluid pressare and pressure differentials delivers the same to an outer surface of said base heousing chamber and pressures being dampened by said second diaphragm means contacting and delivering pressure to said dampening means. 40

6. A differential pressure regulator quick reslease valve for fluid pressure brake systems as recited in claim 1 means is disposed in a concavity of said protrusion housing controls communication between samid inlet port and said isolating and centralizing means and for controlling commurication between said outlet ports and 45 said isolating and centralizing means and said cover plate's exhaust ports and being imperforate and a diameter portion positioned to interrupt communication between said inlet port and said outlet ports, said outlet ports being connected to opposing brake actuators.

7. A differential pressure regulator quick release valve for fluid pressure brake systems as recited in claim 6 wherein means for interrupting communication with said outlet ports, said isolating and centralizing means and said exhaust ports and for freely delivering fluid pressure through said isolating and centralizing means to said base chamber wherein a pressure wave front shock is centralized within said base chamber and thereby delivering fluid pressure through said outlet ports via conduits to said brake actuators therein returning pressure differentials caused by said brake : actuators via conduits and said outlets to said tm»ase chamber, said actuator caused differentials being freely dampened by said second diaphragm means pressurizing dampening means.

8. A differential pressure regulator quick rele-ase valve for fluid pressure brake systems as recited in claim 6 wherein said secomd means has an outer surface and having a periphery disposed in an end face of said base housing and a cylinder housing face and whose composition withstands pressures upwards of 1000 psi and outer and inner surfaces being free of rigid bondiings eliminating corrosion fragments and enhancing life of said second means.

9. A differential pressure regulator quick rele ase valve for fluid pressure brake systems as recited in claim 6 wherein means fo r interposition or interposing in said protrusion between said inlet port and said exhau st ports.

10. A differential pressure regulator quick rele ase valve for fluid pressure brake : systems as recited in claim 6 therewith a base housing protrusion quick release cover plate that is axially aligned with said inlet port and having means interposed therein and said quick release cover plate having exhaust ports and being fastened to a concavity of said base housing and having a seal ring disposed therein.

11. A differential pressure regulator quick rele ase valve for fluid pressure brake : systems as recited in claim 1 wherein said isolating and centralizing means delivers fluid pressure directly to said base chamber of said base housing wherein said fluid 40 pressure and pressure differentials transmit saicd pressure to said outer surface of said second diaphragm means forcing its said inner surface to make contact with said dampening means that is bounded on a ssecond end flange thereof by said boundary means fixing a position of rest of said dampening means and forcing the same to deform said elongated member into cylin der housing.

12. A differential pressure regulator quick release valve for fluid pressure brake systems as recited in claim 6 wherein an upper cylinder housing has disposed therein said elongated shock absorbing member, said oil, and dampening means having two O-rings disposed in respective= semi-circular counterbores containing said oil within upper cylinder chamber and a non-energized position of said dampening means being established by said boundary means thus having consistent reactions to fluid pressure and preventing destruction of said second diaphragm means.

13. A differential pressure regulator quick release valve for fluid pressure brake systems as recited in claim 1, said valve has an integrally determined relationship in a plurality of brake actuators having said irlet port which is protruding connected by a conduit to a relay valve outlet port and said outlet port supplying fluid pressure via a conduit to said inlet port and said first dia phragm means interrupting communication between said laterally placed outlet ports, said isolating and centralizing means, said exhaust port and said first means communicating said fluid pressure through said centralizing means to said outlet ports via conduits to two said brake actuators which are opposing and upon reduction of fluid pressure to ambient atmospheric pressure first means to interrupt communication between said inlet port and said laterally placed outlet ports and permitting fluid pressure volumes within said opposed actuators, said conduits and said base chamber to rapidly simultaneously reduce fluid volume to ambient atmospheric pressure through said exhaust port of said valve.

14. A differential pressure regulator quick release valve for fluid pressure brake systems as recited in claim 1 wherein said valve has isolating and centralizing means for directing fluid pressure shock to base ¢c hamber.

15. A differential pressure regulator quick release valve for fluid pressure brake systems as recited in claim 1 wherein said upper cylinder has said boundary means establishing a point of rest of said dampening means.

35 .

16. A differential pressure regulator quick release valve for fluid pressure brake : systems as recited in claim 1 oil being disposed in an upper cylinder chamber of said cylinder housing and oil having a minimal compressibility and said cylinder chamber having an amount of ambient air disposed therein, and said elongated member in an 40 energized state being deformed into said cylinder chamber and oil becoming aerated oil gaining compressibility and being essential to absorbing shock from fluid pressures acting upon said second means and said dampening means.

17. A differential pressure regulator quick r elease valve as cited in Claim 1, 2, 3, 4, 5, 45 8, 8,10, 11, 12, 13, 14, 16 and being a pmeumatic closed-looped antilock pressure-

modulating device for pneumatic brake systems, as cited in said claims, having an integral design and installed to receive delivery fluid pressure from a relay valve via an inlet port and a delivery channel and delivering said fluid pressure to opposing air chambers on a single axle via a delivery channel to a base chamber, said pressure flowing through opposing outlet ports via conduits that are connected to opposing air chambers, said chambers receiving said fluid pressure and filling said air chambers, thereby creating mechanical leverage and advantages via a push rod whose opposing end is attached to a slack adjuster, said slack adjuste=r having an interface via a worm gear in an opposing end whose gear teeth interface with the splined end a of cam shaft whose opposing end is formed in the shapes of an “s", said “s” cam thus contacting the rollers of two drum brake shoes, said shoes being semi-elliptical with : an end being hinged and an end having a roller, saicl “s” cam being located between said rollers of said brake shoes, said “s” cam shaft th en having torque and rotating to opposing points of contact with said rollers, thereby tmaving adjacent points of contact and direct interface with said brake shoes and said brake shoes having friction material that is riveted to the outer circumference fo r contact with a rotating circular brake drum to create an interface with friction comefficient, said lining and drum interface being between different geometries therewith a wheel and a tire attached to the brake drum, said tire interfacing with a road surface whose interface variations from a multi-variable surface is transmitted via the collective interfaces of the tire, wheel, friction material, brake shoe, rollers, “s” carm, slack adjuster, push rod, air chamber and fluid pressure, said variations or input causing analog pneumatic shock wave signals to transit through the compressed flu id interface in the opposing air - chambers and the attached conduits at variable spe eds, said signals exceeding the mach speed, said signals being infinitely variable b»etween limits, and said signals being sensed at the base diaphragm, said base diaphragm having an interface with a piston, said piston having an interface with an elongated elastomeric member, said : elastomeric member having an interface on the opposing end with the rigid cylinder surface, the ambient air whose contained pressure is sea level, and 2 ounces of hydraulic oil contained therein, said variable analog Fluid pressures being modulated by compressing the base diaphragm, the piston, the elongated elastomeric member, } the ambient air and the hydraulic oil, whose action dampens the said infinitely variable signals therewith the output being adjusting brake actuating forces thereby : relieving the pressures at the friction material-borake drum interface thereby controlling the degree of wheel angular rotation without venting fluid pressure to the 40 atmosphere.

18. A pneumatic closed looped pressure-modulatimg device for pneumatic brake systems as cited in claim 17 said brake assembly hawing an air actuated caliper, said caliper having an air chamber with ability to clamp, amd shoes or pads having friction «45 material bonded thereto and or riveted to the inner surfaces of two opposing surfaces and disposed to become directly adjacent to a rotating reotor spinning there between, said friction material contacting the outer surfaces of am rotor that is mounted on a spindle, said spindle being attached to the opposing hulos of the axle, and said rotor being attached to a wheel and a tire, and said calipesr being actuated with fluid pressure to cause said caliper to clamp about the surfaces of said rotor and said interface generating analog pneumatic signals in a the air chamber of said caliper and said chamber transmitting said variable signals of the tire and road surface interface, via the collective interfaces of said tire, rotor, caliper and friction material, said analog variations being input that is transmitted via the pneumatic fluid pressure signals from the caliper air chamber via conduits to thee base diaphragm, whereby said diaphragm interfaces with said piston, elongated nmembrane and said hydraulic : oil, therein interpreting said analog pneumatic signals arad said output means directly transmitting said signals from the cylinder diaphragrm back to said caliper air } chamber, thereby adjusting the actuating forces of said caliper-friction material interface and automatically controlling the rate of angular rotation of said wheel.

18. A pneumatic closed-looped antilock pressure-mod ulating device as recited in claim 1,2, 3,4,5,6,7,8, 10, 11, 12, 13, 14, 17 and 18 wherein said base diaphragm senses analog pneumatic signals whose variations arse generated by the angular rotation and interface of the road surface, said pneumatic signals being transmitted through the interfaces of said brake components and sai d pressurized fluid, said fluid having an interface with said opposing air chamber and said cylinder diaphragm, said diaphragm receiving said pneumatic signals at the rate of angular rotation of said wheels, said cylinder diaphragm, therewith said piston, said elongated member and said hydraulic oil thereby interpreting and modulating said analog pneumatic signals and transmitting dampened output signals that adjust the actuating forces of the compressed fluid pressures in said air chambers thereby~ controlling the degree of the : rate of angular rotation of said wheels.

20. A pneumatic closed-looped antilock pressure-modulating device for pneumatic brake systems as cited in claims 1, 2, 3,4, 5,6,7,8, 10, 11, 12, 13, 14, 16, 17, 18 } and 19 whereby the rate of angular rotation of said wheels is automatically transmitted to a base diaphragm via conduits that are integrally attached to opposing ) inlet ports and said signals being transmitted from the air chamber to the fluid pressure in the base chamber and said fluid pressure interface between said fluid 40 pressure and said cylinder diaphragm is the conductow for said pneumatic signals thereby directly adjusting said actuating forces within said air chamber, said transmission of said signals are adjusted in a closed-loo ped system between said air chamber and said cylinder diaphragm without venting air to the atmosphere.

21. A pneumatic closed-looped antilock press ure-modulating device for pneumatic brake systems as cited in claims 1, 2, 3, 4, 5, 6, 7, 8, 10, 11, 12, 13, 14, 16, 17, 18 and 20 wherein pneumatic signals that are geraerated by the interface between said brake friction material and said brake drum awe transmitted from the air chamber, said pneumatic signals having a wave transmisssion speed greater than mach speed and said base diaphragm transmitting pneumatic signals less than mach speed therein a closed-looped system and thus autonmatically controlling the rate of angular rotation of the wheels at opposing end of a singl e axle.

22. A pneumatic closed-looped antilock pressmre-modulating device for pneumatic brake systems, as cited in claims 1, 17, 18, 19 and 20 wherein said air chambers ' have a service brake chamber and an adjacent emergency brake chamber, said emergency brake chamber being spring actuated when pneumatic pressure reduces to 30 psi from 120 psi, said 30 psi pressure releasing said spring in said emergency brake chamber thereby actuating the brake int erface between said friction material and said brake drum thereby stopping the vehicle in the event of a malfunction or compromise of said closed-looped system.

23. A pneumatic closed-looped antilock pressure-modulating device for pneumatic brake systems, as cited in claims 1, 17, 18, 19, 21 and 22 whereby said air brake 26 chamber for said fluid pressure dropping from 120 psi to 60 psi automatically actuates a malfunction warning light signal, a buzzer and pressure gauges in the cab of the tractor, bus or truck vehicle, said signal being instantly visible and audible to the driver of the vehicle thereby alerting the driver to a possible malfunction of the closed-looped system, said warning being made to permit the driver to voluntarily stop the vehicle before said emergency brake chamber mechanism renders said vehicle immobile, such that repairs can be made= to said closed-looped system. :

24. A pneumatic closed-looped antilock pressuire-modulating device for pneumatic brake systems as cited in claims 1, 2, 3, 4, 5, 6,7, 8, 10, 11, 12, 13, 14, 16, 17, 18, 19, and 20 whereby said brake drums and said rotors have surface imperfections } and eccentricities, and braking cycle events being dynamic, said friction materials : contacting said brake drum or rotor alternating through a series of phase shifts, said surfaces having micro fissures and variable friction surfaces, and said friction ) interface generating heat and material expansion, said expansions, eccentricities and 40 variations creating variable analog pneumatic signals during the dynamic braking cycle, and said signals being transmitted in a closed-looped system to said base diaphragm, piston, elongated member and oil disposed therein, therewith modulating and oscillating said signals, said modulated sigreals thereby being transmitted to said air chamber or said caliper air chamber, thereby controlling the rate of angular 45 rotation of said wheels.

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25. A pneumatic closed-looped antilock pressure modulating device as cited in Claims 1, 2, 3, 4, 5, 6, 7, 8, 10, 11, 12, 13, 14, 16, 17, 18 and 24 whereby said interface between said brake drum or rotor, amd friction material is subject to dynamic contact between said brake drum or rotor that is rotating, and said friction material whose position is fixed at the interface contact moment, said interface having momentum and being dynamic, eccentric a nd shifting in phase, said phase shift being transmitted to the air chambers, and said chambers transmitting variable analog pneumatic output wave signals to said base diaphragm, and said diaphragm sensing said analog signals, therewith said cliaphragm, said piston, said elongated membrane and said oil generating output sigrals to adjust the actuating forces of the fluid pressure in said air chambers via conduits and said transmissions being made : in a fully closed-looped system.

26. A differential pressure regulator quick release valve for fluid pressure brake systems substantially as described in this specification with reference to the accompanying drawings.

27. A pneumatic closed-looped antilock pressure modulating device substantially as described in this specification with reference to the accompanying drawings. Pj T By rger Patent & Trade Marks Attorreys Applicant's palent attorneys