• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    A load-controlled fluid pressure regulating valve device for tractor-trailer type vehicle brake systems which combines in a single housing a unitary piston valve assemblage capable of performing the functions of a relay valve device and a regulating valve device. The unitary valve assemblage is acted upon under normal circumstances by the brake valve control fluid pressure and is further arranged for direct actuation by an emergency piston in the event of fluid pressure loss in the trailer supply line due to uncoupling or to a broken pipe. The valve assemblage is adjustably positioned in accordance with the vehicle load condition such that the relay valve function reflects the load regulating control valve.
    公开号:SU725550A1
    申请号:SU2529749
    申请日:1977-10-13
    公开日:1980-03-30
    发明作者:Рейнекке Эрих；Ульрих Гельмут
    申请人:Вабко Вестингхауз Гмбх (Фирма)；
    IPC主号:
    专利说明:

    new as relay and emergency valves, namely; the relay valve and the brake pressure regulating valve are made in the form of a single bypass valve with a common piston connected to a 5-step piston, and the regulator is equipped with a pneumatically controlled valve installed between the control chamber formed on one side of the open piston and its cavity above 10, the emergency piston is made with a pusher for interacting with a common piston.
    FIG. 1 shows a regulator (preferred embodiment), in section; in fig. 2 - the same, side view with partial 15
    nymy cut; in fig. 3- change in brake pressure over time during braking, in a system with only a regulator; in fig. 4 - the same in the system with the controller and
    a relay valve additionally installed; FIG. 5 is the same in a system with a regulator according to the invention.
    In the upper part of the housing 1, there is a brake pressure regulation valve, consisting of a stepped piston 2 and a membrane 3. Inside the piston 2, under the action of a spring 4, there is a valve overflow body 5, which forms an inlet valve 6 with a saddle 6 formed on the inner wall of the piston 2 and with the upper end surface of the pusher 8 located under the valve 5 and the exhaust valve arranged as a saddle 7. The piston 2 is connected to radial ribs 9, the end surfaces of which, facing the membrane 35 3, are disposed on one conical surface.
    . The housing 1 has radial ribs 10, between which the ribs 9 enter without contact. The end surfaces of the ribs 10 facing the membrane 3 lie on a conical surface (the position of the membrane 3 is shown when the end surfaces of the ribs 10 in contact with it). The conical surfaces, on which the end surfaces of the ribs 9 and 10 lie, have a different orientation.
    The membrane 3 is clamped on the outer edge - 50
    The ke and the inner edge are fixed on the piston 2 so that a sensitive element of the pressure control valve is formed. A common piston is associated with piston 2.
    11, forming with one side above the piston 55 a control chamber 12 communicating with the compressed air nozzle 13 connected to the brake crane with a trailer or a trailer crane (in the drawing is not knocked out). The working surface 14, which is varied from 10 to 60 seconds while the piston 2 is moving, is a element that forms a chamber 15 connected to the pipe 16 under the membrane 3 and connect the brake chambers to the coordinate. receiver or compressed air tank under- 65
    It is connected to the connection pipe associated with the chamber 17.
    In the upper part of the housing 1, the pneumatically controlled valve consisting of the locking element 18 and the associated membrane 19 is arranged in such a way. The valve is installed in such a way that in the free state between the saddle 20 rigidly fixed in the housing and the element 18 is The connection between the chamber 12 through the chamber 21 and the channel 22 with the cavity 23 above the membrane 3. A spring 24 is installed between the cover of the housing and the membrane 19. The screw 25 serves to set a pre-stress determining the control pressure.
    A pusher 8 is placed in the central opening 26 of the housing 1, the upper end surface of which forms the seat 7 of the exhaust valve and the cavity 27 is connected to the atmosphere through the device 28. The pusher 8 contacts the cam disc or cam 29, the position of which depends on the load of the car or trailer. The shaft 30 (cam shaft) associated with the cam disc 29 has, via the lever 31, a kinematic connection with the axis of the vehicle. This link can be made in the form of a lever system or it can contain an elastic link - a spring.
    The pressure from the brake valve or trailer crane is fed through pipe 13 into the control chamber 12, from where through channel 22 to the open valve and through chamber 21 into the cavity 23. Under the action of pressure, the upper side of the diaphragm 3 experiences force, thereby eliminating pressure reduction during partial braking, as a result of which a pressure is applied to the brake cylinders through an adjusting valve to the brake cylinders. When a certain pressure value is reached, which is adjusted by the screw 25, the membrane 19 bends in the chamber 21 against the force of the spring 24, and the locking element 18 sits on the saddle 20.
    At the same time, the control pressure in the chamber 12 acts on the upper part of the piston 11, causing it to move downwards. Under the action of the spring, the valve body 5 also moves, resulting in interaction with the seat 7. The exhaust valve closes, and with further movement of the piston AND, and hence the piston 2, the intake valve opens. Compressed air from the receiver through the chamber 17, the open intake valve enters the chamber 15 and through the pipe 16 further into the brake chamber.
    When the piston 2 moves downward, the membrane 3 moves away from the end surfaces of the ribs 10 and is adjacent to the end surfaces of the ribs 9. The active surface of the membrane thus constantly increases until the force acting on the lower side exceeds the force acting on the piston 11 As a consequence, the piston 2 begins to move upwards and the intake valve closes, i.e., the completion position is reached. At this point, the pressure in the brake chambers is set to match the load. Only when the trailer is fully loaded or t-weight, the intake valve remains open, and the maximum pressure is set in the brake chambers corresponding to the control valve. At partial load, the brake pressure is lower.
    For release, the control pressure in chamber 12 is reduced, and the braking pressure is increased to move pressure 2 to the upper end position. Through the opening exhaust valve, the cavity 27 in the pusher 8 and through the device 28, the brake pressure drops to atmospheric,
    In addition to the described structure of the regulator, in the upper part 32 of the housing 1, separated by the wall 33, an emergency braking device is placed, having an emergency piston 34 with a plunger 35 sealed in a hole 36 formed in the wall 33, and the plunger 35 is fitted with the possibility of interacting Camera 37, formed under the frame .34, is in communication with the trailer receiver via pipe 38. Camera 39 above Porsche 34 is communicated with a hole in the body (not shown) with camera 17 and, therefore, with the trailer receiver.
    In the piston 34, the setting of the petal cuff 40, which functions as a check valve, so that a possible hierarchy is possible. compressed air from the chamber 37 to the chamber 39. The spring 41, located in the chamber: re 39, rests on the wall 33 and holds the shaft 34 in the upper position, which determines its normal state.
    The device works as follows.
    From iitelnoy highway through the pipe 38, the air enters the chamber 37 and through the cuff 40 into the chamber 39, and then through the holes in the housing into the chamber 17 and the receiver of the trailer. When the system is filled, the adjustment valve elements are in the normal state, since no pressure is supplied to the control chamber 12, and the brake chambers communicate with the atmosphere through the device 28, the cavity 27 and the open exhaust valve.
    When the trailer is disengaged or the feed line is broken, the pipe 38 is connected with the atmosphere, while the 34 is unloaded from the pressure from the chamber 37. The pressure from the chamber 39 acts on the 34 against the spring 41, causing the piston 34 to move. comes to Porsche: n
    11 and a joint movement of the emergency ground 34 and the piston 2 of the control valve occurs. The exhaust valve closes and the intake valve opens, as a result of which the air from the receiver through chamber 17 goes into chamber 15 and then through pipe 16 into brake chambers, brakes the trailer. Elements of the emergency device may
    be actuated and subject to the control pressure supplied to the chamber 12, since the force on the end surface of the pusher 35 is insignificant and cannot exceed the force on the piston 34 with
    side of the chamber 39, the pressure in which is the same as the pressure in the receiver.
    FIG. 3-5 show the pressure change over time during the adjustment process from the start of actuation of the brake valve or the trailer crane to the achievement of full brake pressure.
    The characteristic in FIG. 3 is typical of a system in which a conventional BRAKE pressure control valve is installed. The characteristic in FIG. 4 corresponds to a system with a conventional adjustment valve and an additional relay valve. The characteristic in FIG. 5 shows a system according to the invention.
    The graphs show that the total time from the start of the actuation of the brake valve to the achievement of the full topological pressure is reduced. When using a conventional control valve, the response time / a, the valve is relatively short, but the normal time 4i is relatively long (see Fig. 3). In a system with a relay valve, due to the additional response time fa, the valve's total response time is more than foi + 4. 4 ", however, the threshold time fs, fs, is shorter. The result is
    which takes less time to reach full pressure
    4 .. +, + ...
    In a system with a regulator according to the invention, the response time t a is almost equal to the response time of the normal controller, since there is only one bypass valve 5, i.e., ta, 4, is true. The threshold time ts corresponds to the time of the conventional relay valve. As piston II is associated with piston 2, i.e., fs, - It follows that
    4, +., A, b. +4. +
    60 + f..fa ,,.
    权利要求:
    Claims (4)
    [1]
    The combination of a brake pressure regulating valve, a relay valve and an emergency device in one housing in one valve unit allows for the implementation of fuyKtions of each device. Thanks to this, the speed of the brake actuator is improved. The design is simplified due to the fact that fewer moving parts are needed. Most of the connecting lines are not necessary, the number of possible sources of malfunction is reduced. Overall, reliability increases, reducing manufacturing and installation costs. Claims An brake force regulator for a trailer brake system comprising an emergency braking device with a piston, a relay valve and a brake pressure regulating valve with a stepped piston, In which a membrane is fixed, characterized in that, in order to increase by 5 10 15 20 0 reliability, the relay valve and the brake pressure regulating valve are made in the form of a single bypass valve with a common piston connected to a stepped piston, and the regulator is equipped with a pneumatic control valve installed between A common chamber formed on one side of the common piston and a cavity above the membrane, the emergency piston being provided with a pusher for interacting with the common piston. Sources of information taken into account in the examination 1. German patent number 1655766, cl. 63G 53/07, 1971.
    [2]
    2. For Yoka Germany No. 2148572, cl. In 60T 13/26, published. 1973.
    [3]
    3. Forward Germany No. 2152996, cl. In 60T 13/26, published. 1973.
    [4]
    4. Patent of Germany No. 1934784, cl. 63C 53/07, 1971.
    38 h °
    33
    32
    类似技术:
    公开号 | 公开日 | 专利标题
    SU725550A1|1980-03-30|Braking force control device for trailer braking system
    US3617098A|1971-11-02|Inlet vlave for antilocking brake control system
    US3082744A|1963-03-26|Servomotor control valve
    US5100208A|1992-03-31|Pressure control valve for compressed-air-actuated vehicle brake system
    US3992065A|1976-11-16|Brake control valve device for fluid pressure operable dual brake systems for motor vehicles
    US4417767A|1983-11-29|Empty and load brake system with separate proportional valve and load sensor valve means
    PL117384B1|1981-07-31|Automatic device for load-dependent control of the braking forcesti ot nagruzki
    US4558907A|1985-12-17|Control valve device arranged for direct or graduated release operation
    US4125290A|1978-11-14|Vehicle load-controlled brake pressure regulating valve device
    US4418965A|1983-12-06|Load-controlled brake pressure control unit
    US4984506A|1991-01-15|Brake booster with adjustable jump
    KR920005592B1|1992-07-09|Brake control valve for rail vehicle
    US4653811A|1987-03-31|Relay valve device
    US4575159A|1986-03-11|Rail vehicle brake system
    US2323406A|1943-07-06|Braking system
    GB1599862A|1981-10-07|Brake force boosters
    JPH0741826B2|1995-05-10|Dual brake valve
    US3159433A|1964-12-01|Brake proportioning valves
    EP0474437A2|1992-03-11|Fluid pressure relay valve
    US4188072A|1980-02-12|Brake accelerator device for an air brake system of a railway vehicle
    US4445335A|1984-05-01|Master cylinder assembly
    GB1566807A|1980-05-08|Automatic load-responsive braking force regulator for vehicles
    EP0001481B1|1982-07-07|Variable load valve apparatus with load independent initial pressure output in a braking system
    US2715050A|1955-08-09|Load compensating fluid pressure brake equipment
    US4078581A|1978-03-14|Control valve for hydraulic booster
    同族专利:
    公开号 | 公开日
    PL201436A1|1978-04-24|
    JPS5349675A|1978-05-06|
    YU244877A|1982-06-30|
    CH625469A5|1981-09-30|
    NL7710858A|1978-04-18|
    DE2646288B2|1979-09-27|
    IT1116338B|1986-02-10|
    SE7710438L|1978-04-15|
    ES463153A1|1978-07-16|
    YU39190B|1984-08-31|
    BE859715A|1978-02-01|
    AT365522B|1982-01-25|
    US4145089A|1979-03-20|
    GB1588039A|1981-04-15|
    SE435360B|1984-09-24|
    ATA593877A|1981-06-15|
    DE2646288A1|1978-08-31|
    SU725550A3|1980-03-30|
    PL112557B1|1980-10-31|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE1922866U|1963-09-12|1965-09-02|Bosch Gmbh Robert|COMPRESSION BRAKE DEVICE.|
    FR1457063A|1965-04-30|1966-10-28|Westinghouse Bremsen Apparate|Load-dependent braking force regulator, especially for vehicles|
    DE1505533A1|1966-01-26|1969-10-23|Bosch Gmbh Robert|Control valve, in particular for vehicle trailer brakes|
    DE1977311U|1967-09-26|1968-01-18|Werner Schilling|TRAILER CONTROL VALVE WITH BRAKE FORCE REGULATOR FOR A COMPRESSED AIR DRIVEN VEHICLE BRAKE SYSTEM.|
    DE1630189C3|1967-11-09|1975-04-17|Robert Bosch Gmbh, 7000 Stuttgart|Load-dependent adjustable brake valve for air brake systems on vehicle trailers|
    DE1958808B2|1969-11-22|1973-11-29|Westinghouse Bremsen- Und Apparatebau Gmbh, 3000 Hannover|Relay valve for use as a trailer brake valve for dual-circuit air brake systems in road vehicles|
    DE2004227B2|1970-01-30|1973-05-24|Knorr Bremse GmbH, 8000 München|DIAPHRAGM PISTON|
    JPS5228193B2|1973-11-28|1977-07-25|DE2706758A1|1977-02-17|1978-08-24|Wabco Westinghouse Gmbh|Emergency non blocking brake for trailer - has emergency piston with smaller than combined area of relay and braking valves|
    DE2938718A1|1979-09-25|1981-04-09|Robert Bosch Gmbh, 7000 Stuttgart|LOAD-RELATED BRAKE REGULATOR|
    DE3026252C2|1980-07-11|1983-12-08|Wabco Westinghouse Fahrzeugbremsen GmbH, 3000 Hannover|Load-dependent braking force control device|
    GB2084677B|1980-10-01|1985-01-09|Bendix Ltd|Vehicle load responsive relay braking valve|
    DE3041248A1|1980-11-03|1982-06-09|Wabco Fahrzeugbremsen Gmbh, 3000 Hannover|DEVICE FOR ADJUSTING A MECHANICALLY CONTROLLED LOAD-RELATED BRAKE FORCE REGULATOR|
    US4421360A|1981-01-14|1983-12-20|General Signal Corporation|Relay valve assembly|
    US4438980A|1981-03-27|1984-03-27|Bendix Limited|Proportioning valve with pressure port communicating with stepped area of differential piston|
    DE3639149C2|1986-11-15|1998-03-26|Wabco Gmbh|Brake force control device that can be controlled depending on the load|
    US5662391A|1996-01-16|1997-09-02|Westinghouse Air Brake Company|Pneumatic empty/load proportioning for electro-pneumatic brake|
    DE102006044021A1|2006-09-15|2008-03-27|Siemens Ag|Hydraulic brake with safety function|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    DE2646288A|DE2646288B2|1976-10-14|1976-10-14|Load-dependent braking force control device|
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