Device system for warning of and preventing faults in air-brake systems

Abstract

The present patent application relates to a device system for warning of and preventing faults in air-brake systems with respect to high temperature or overheating, misalignment or miscalibration, and sudden damage to the components thereof (SAFF), to prevent and warn of damage to the air-brake system. The air brakes are monitored, interpreted and characterised to warn and inform of misalignment, high temperature and sudden damage to the elements forming the air-brake system, enabling timely correction or repair and improving the safety of the vehicle, the driver and third parties sharing the same road and surroundings. The device system of the invention also warns of and detects physical factors, faults and damage in the vehicle braking system, thereby regulating and stabilising each part or element forming the air-brake system and, at the same time, regulating driving by requiring the driver to maintain safe operating parameters. The invention is an essential tool for the technological development of the automotive and safety industry, since it diagnoses the air-brake system in real time by warning of damage, allowing immediate correction and protecting the vehicle and the safety of the driver and others sharing the same road and surroundings. The device system for warning of and preventing faults in the air-brake system with respect to high temperature or overheating, misalignment or miscalibration, and sudden damage to the components thereof (SAFF) (1) is formed by the following structural components, mainly: a display monitor (MDSAFF) (1.2, 1.3, 1.4), a connector regulator module (MRSAFF) (2) and one or more interface modules (MISAFF) (3, 4, 5, 6, 7) as required.

Description

[0001] SYSTEM WARNING AND FAILURE PREVENTION DEVICE IN THE AIR BRAKE SYSTEM

[0002] OBJECT OF THE INVENTION

[0003] The present invention patent application relates to a WARNING DEVICE SYSTEM AND PREVENTION OF FAILURES IN THE AIR BRAKE SYSTEM WITH RESPECT TO HIGH TEMPERATURE OR OVERHEATING, LOSS OF GRADUATION OR CALIBRATION AND SUDDEN DAMAGE TO ITS COMPONENTS (SAFF), in order to warn and prevent damage to the brake system which are monitored, interpreted, characterized, warned and reported with respect to the loss of graduation, high temperature and sudden damage to the elements that make up the brake system, enabling correction or repair in time and improving safety for the vehicle and its operator as well as third parties who share the same road and its environment, it also manages to detect and warn of physical factors,faults and damages in the vehicle's air brake system resulting in regulation and stability in each of the parts or elements that make up the air brake system and equally and at the same time regularizes driving requiring the operator to maintain safe operating parameters, finally this invention is a fundamental tool for the technological development of the automotive and safety industry, since it diagnoses the air brake system in real time warning of damage enabling its immediate correction, protecting the vehicle, the integrity of the operator and other actors who share the same road and its environment. TECHNOLOGICAL SECTOR OF THE INVENTION,

[0004] The present invention involves two specific fields: road safety, specifically the prevention of accidents that endanger the safety of individuals, and the automotive field, specifically brake safety systems for vehicles with air brake systems. Therefore, the product falls within the fields of mechanical, electromechanical, and electronic engineering.

[0005] BACKGROUND OF THE INVENTION

[0006] Within the prior art, there are multiple documents for devices and systems for warning and preventing failures in the air brake system. Therefore, some patent documents and manuals are presented that are part of the prior art and that at the same time act as a starting point for improvement and comparison with respect to the invention that is sought to be protected in this application.

[0007] • Bendix Company Air Brake Manual.

[0008] • Bendix Company ABS Operator's Manual.

[0009] • Repair of the air brake system of the Institutional Repository Library System - SENA.

[0010] Patent application US 117841 entitled “Steam-Power Air-Break Devices, WESTINGHOUSE GEORGE JR. - 1871-08-08”, the present invention relates to steam air-break devices.

[0011] Patent application US 124404 entitled “Improvement in Steam-Power Air Brakes and Signals, WESTINGHOUSE GEORGE JR. - 1872-03-05”, the present invention relates to the improvement in steam-power air brakes and their respective signals.

[0012] Patent application US 124405 entitled “Improvement in Steam Air Brakes, WESTINGHOUSE GEORGE JR. - 1872-03-05”, the present invention relates to the improvement in steam air brakes.

[0013] US patent application 144006 entitled “Steam and Air Brakes, WESTINGHOUSE GEORGE JR. - 1873-10-28”, the present invention relates to steam and air brakes.

[0014] The Colombian Patent application by the SIC with File No. 92300891 entitled "Brake Block Temperature and Wear Measuring Device, ABEX CORPORATION - NEW YORK - 1989- 04-11", the present invention relates to a thermocouple for use with a brake block which emits a signal that alternately indicates the steady-state temperature of the brake block's friction element and the transient temperature of the adjacent surfaces of the brake drum and the friction element. It is observed in this patent that the device measures the temperature of the friction block.

[0015] In accordance with the above, it is observed that, despite the technological diversity of devices and systems for air and / or vapor brakes, it is currently necessary to provide within the technological field a WARNING DEVICE AND PREVENTION SYSTEM FOR FAILURES IN THE AIR BRAKE SYSTEM WITH RESPECT TO HIGH TEMPERATURE OR OVERHEATING, LOSS OF GRADUATION OR CALIBRATION AND SUDDEN DAMAGE TO ITS COMPONENTS (SAFF).

[0016] In the referenced state of the art documents, they teach part of the state of the art in the same technological field as the application, as observed in both the Bendix company manuals and the air brake system repair literature, from the SENA Institutional Repository Library System together with the invention patents and / or utility models US 1 17841, US 124404, US 124405, US 144006 and SIC file number 92300891.

[0017] Vehicles (cars, trucks and machinery) with air brake system have a warning light on the control panel or dashboard, which indicates the loss of air pressure in the system, alerting only this measure, also these vehicles (cars, trucks machinery) have a protection, in case of loss of air pressure, current systems intervene by means of air decompression releasing the safety springs located in the back of the safety air chamber or (Brake Chamber) which push the rod (chamber driver), allowing the vehicle (cars, trucks machinery) to stop by mechanical force, it is relevant to keep in mind that if the air brake system is damaged (failures), ungraduated or uncalibrated, it does not work,since the travel produced by this spring of the chamber safety system on the stem (chamber actuator) is the same as that made by the service brake by pneumatic and mechanical force.

[0018] For all the above, reference is made to said documents that are part of the state of the art, in order to present the background of the application and to take as a starting point the improvements that make the application different from what already exists through its essential structural technical characteristics that comprise the respective SYSTEM FOR WARNING AND PREVENTION OF FAILURES IN THE AIR BRAKE SYSTEM WITH RESPECT TO HIGH TEMPERATURE OR OVERHEATING, LOSS OF GRADUATION OR CALIBRATION AND SUDDEN DAMAGE TO ITS COMPONENTS (SAFF), which solve the technical problem raised in this application in a different way.

[0019] DESCRIPTION OF THE INVENTION

[0020] In the automotive industry, safety means ensuring that users do not face any risks or dangers from the vehicle. Vehicles, such as trucks, buses, heavy machinery, and other vehicles with air brake systems, must comply with a series of maintenance procedures based on working hours and other procedures for damage or wear to their components, which are not regulated due to their complexity.

[0021] The pneumatic or air brake is a type of brake operated by compressed air. It is mainly used in heavy-duty vehicles, which use air chambers or actuators (Brake Chamber). This element is responsible for transforming pneumatic energy into mechanical energy. These chambers or actuators (Brake Chamber) are fed by compressed air tanks using a compressor and are controlled by valves.

[0022] The pneumatic or air brake can have two types of systems that are composed of: i) Drum brake: The air chamber (Brake Chamber) transmits the force to the cam mechanism that expands the shoes inside a drum or bell, causing friction between the elements (braking work), i) Disc brake: The air chamber (Brake Chamber) transmits the force to the piston mechanism that pushes the pad inside the caliper causing friction between the elements (braking work).

[0023] The technical problem to be solved in this application is that:

[0024] Currently we see worldwide how vehicles in different scenarios suddenly lose brakes, causing material damage, endangering the integrity of the operator and people who share their environment and in many cases causing human losses. The present application for a patent of invention aims to provide the solution to the problem through a WARNING DEVICE AND PREVENTION OF FAILURES IN THE AIR BRAKE SYSTEM WITH RESPECT TO HIGH TEMPERATURE OR OVERHEATING, LOSS OF GRADUATION OR CALIBRATION AND SUDDEN DAMAGE TO ITS COMPONENTS (SAFF), which through supervision and communication in real time, warns and prevents in a clear and timely manner the failures or damages of the air brake system, characterizing its nature (thermal or mechanical) and all in a timely and orderly manner, preventing and avoiding incidents and accidents caused by vehicles (cars, trucks machinery) that have air brake systems,avoiding damage to the unit, its operator, as well as third parties who share the same road and environment. It is also observed that several phenomena occur within the braking system such as overheating or fading effect, i) from the point of view of elementary physics a moving vehicle has stored what we call kinetic energy, the weight and speed depend on the amount of this, in the braking process, when a vehicle stops, the kinetic energy is converted into thermal energy, i) The fading effect is the loss of effectiveness of the braking system due to overheating of the system, this happens due to: a) Poor operation or driving, this happens when the brake is applied excessively without allowing rest or recovery time for the components that make up the system, b) Sudden damage: the damage caused to one or more components of the braking system, recharges the other functional elements of the braking system, increasing its temperature,c) Due to overweight, because each vehicle (cars, trucks, machinery) is designed for a specific number of tons per number of axles. If this weight is exceeded, the brake system is overloaded with work, causing overexertion and fatigue in it, iii) It is necessary to take into account that direct mechanical events in the brake system (damage to the system itself) and indirect (damage to external components), which due to their proximity transmit temperatures to the brake system by conduction and radiation, causing imbalances and fatigue in general, these damages can be caused by lack of maintenance or poor operation,It is very important to take into account the new generation of drivers who in some cases are inexperienced in the handling and operation of this type of vehicles. The present invention patent application aims to provide a solution to the problem through a WARNING DEVICE AND FAILURE PREVENTION SYSTEM IN THE AIR BRAKE SYSTEM WITH RESPECT TO HIGH TEMPERATURE OR OVERHEATING, LOSS OF GRADUATION OR CALIBRATION AND SUDDEN DAMAGE TO ITS COMPONENTS (SAFF), which comprehensively and punctually analyzes the variable (temperature), in a reinforced manner, taking into account the difficult and extreme conditions of the operating environment of vehicles with air brake systems, indicating the highest (safe) and configured values ​​​​suitable and warns of overheating or fading effect in the brake system and its components such as the iron bell or iron disc, pads, calipers, shoes, block or band,All of these components of braking and friction dynamics therefore provide a clear point of reference for a standard measurement in the system. Furthermore, the present invention relates mechanical events with the system's thermal events in order to prevent and warn operators of overheating or fading, thus maintaining optimal operating temperature levels. The proposed system seeks to warn of thermal events, allowing the operator to allow the temperature to be regulated in time, giving the system's elements a chance to recover.

[0025] On the other hand, we observe the graduation or calibration in the brake system. It is important to keep in mind that the air brake system is subject to constant wear of its friction elements. This refers to the closest proximity between the bell and the block (band), between the brake pad and the brake disc, where there are no gaps, and the rotational dynamics of the wheel are not affected. Proper graduation or calibration allows for optimal movement of the brake system elements, such as cams, spokes, shoes, drums, pads, discs, and calipers.These graduations are essential to ensure an even distribution of the braking force on the wheels, which contributes to a safer stopping action, it is relevant to take into account the safety systems that if the air brake system is ungraduated or uncalibrated, they do not work, since the travel produced by this spring of the chamber safety system on the rod (chamber driver) is the same as that made by the service brake by pneumatic and mechanical force. The brake elements require to be calibrated more frequently, the more exact they are, the lower the risk of danger, that is, the lower the tolerances, in general, the calibration intervals of the air brake system depend on variable physical factors that are difficult to regulate due to their very complexity, the loss of graduation or calibration generates fatigue, additionally increases the temperature in the other functional elements of the system.The present invention patent application aims to provide a solution to the problem through a WARNING DEVICE SYSTEM AND FAILURE PREVENTION SYSTEM IN THE AIR BRAKE SYSTEM WITH RESPECT TO HIGH TEMPERATURE OR OVERHEATING, LOSS OF GRADUATION OR CALIBRATION AND SUDDEN DAMAGE TO ITS COMPONENTS (SAFF), which warns of the phenomenon of loss of graduation or calibration of the air brake system in general, the calibration intervals of the air brake system depend on physical factors, which are detected by the proposed system (SAFF) of the present invention, resulting in regulation and stability in each of the parts or elements that make up the air brake system. The objective of the system with respect to calibration-graduation is to maintain and verify the proper functioning of the elements of the entire system, warning of the maximum acceptable tolerances.The proposed system of the present invention warns in time of the maximum trajectory (maximum displacement and end of travel) of the rod (chamber impeller) of the air chamber by means of a sensor (SFSAFF) alerting the operator that he must stop to inspect, adjust or calibrate as soon as possible, since the maximum development of the rod's travel has been reached (maximum trajectory or displacement of the chamber impeller) and the loss of braking work will begin.

[0026] On the other hand, sudden damages (mechanical damages) also occur, such as ruptures, fractures, cracks, wear, collapse, tears of the elements that make up the brake system that occur suddenly, without being expected or having detected the damage in advance, which cause the mechanical force to go into the void due to the loss of that element, and that recharge additional pressure to the other functional elements that make up the brake system, causing tensions, premature deterioration and fatigue in the other elements of the system, it is important to take into account the exponential events where mechanical damage causes another damage and so on gradually, which is why this scenario is very frequent in trucks and vehicles around the world.For example, a truck is operating normally at work, and suddenly its brakes fail for no apparent reason (one moment it was braking, the next it lost its brakes). One failure causes more failures! It's clear that damage to the wheels or any of the brake components will cause the mechanical force of the chamber to go into void and increase the system temperature. The present invention patent application aims to provide a solution to the problem through a WARNING DEVICE SYSTEM AND PREVENTION OF FAILURES IN THE AIR BRAKE SYSTEM WITH RESPECT TO HIGH TEMPERATURE OR OVERHEATING, LOSS OF GRADUATION OR CALIBRATION AND SUDDEN DAMAGE TO ITS COMPONENTS (SAFF), which warns of the phenomena that occur within a brake system such as: Sudden damage (mechanical damage) such as ruptures, fractures, cracks, wear, collapses, tears of the elements.The present invention, through its system, which works in solidarity with the elements that make up the brake system that suffer sudden damage, and will be detected in real time, since these events activate the sensor (SFSAFF) (4) of loss of graduation or calibration (decalibration) or sudden damage, revealing ruptures, fractures, wear or collapse of elements of the brake system. In conclusion, the proposed system of the present invention, which acts together with the air brake system in vehicles such as cars, trucks or all transport machinery, which warns in time of the maximum trajectory of the rod (chamber driver) in the air chamber (Brake Chamber) that due to damage will cause the mechanical force of the chamber to go into the vacuum, activating said sensor (SFSAFF) (4) and alerting the operator that he must stop to check and repair the damage to the compromised element that makes up the brake system in the vehicle.

[0027] Due to the variety of environments, often adverse and inclement, it is necessary today to have cabins for heavy vehicles with sun protection, which also attenuate sounds and are air-conditioned, due to this we lose the perception of damage to the elements that make up the braking system where they are normally warned only by physical events such as the emission of smoke, odors or loud noises, exposing the rapid deterioration of the elements of the affected braking system.The present invention patent application aims to provide a solution to the problem through a WARNING DEVICE AND FAILURE PREVENTION SYSTEM IN THE AIR BRAKE SYSTEM WITH RESPECT TO HIGH TEMPERATURE OR OVERHEATING, LOSS OF GRADUATION OR CALIBRATION AND SUDDEN DAMAGE TO ITS COMPONENTS (SAFF), which solves the loss of perception with respect to damage to the brake system and contributes to the comfort and integrity of the operator through a Display Monitor (MDSAFF) (1.2, 1.3, 1.4), where the operator will have a practical unified diagnostic chart of air brake system failures with respect to thermal and mechanical events, from the comfort of the vehicle cabin (See Figures No. 1.4, 1.4.1 ), in addition, the present invention prevents the collapse of the set of elements that are part of the brake system, warning in time to stop the vehicle and correct the fault, allowing its respective repair and avoiding the total destruction of the parts or components that are part of the brake system.

[0028] Likewise, it is observed that the ABS system in vehicles with an air brake system which allows the braking force to be varied independently to prevent the tires from slipping or skidding on the ground during the braking process, it is also evident that this ABS system is made to be able to control a specific number of wheels depending on the vehicle for which it was configured, in the event of a damaged, misaligned or uncalibrated wheel, the ABS system will be unbalanced due to the loss of proportionality.The present invention patent application aims to provide a solution to the problem through a WARNING DEVICE AND FAILURE PREVENTION SYSTEM IN THE AIR BRAKE SYSTEM WITH RESPECT TO HIGH TEMPERATURE OR OVERHEATING, LOSS OF GRADUATION OR CALIBRATION AND SUDDEN DAMAGE TO ITS COMPONENTS (SAFF), which is a fundamental tool, since it contributes to supporting the ABS (anti-lock) system or similar systems in a vehicle with an air brake system, where through its proposed system it monitors the stability and braking efficiency on each of the vehicle's wheels, indicating any damage in real time for subsequent correction and thus having a lasting line of efficiency in braking work, allowing optimal control of the ABS system on each of the elements that make up the brake system.

[0029] The present invention contributes to the solution of volume of signals (signals = information = safety), due to the large number of elements that make up the brake system to be monitored, where a large number of signals are produced, the present invention by means of a practical Display monitor (MDSAFF) (1 .2, 1 .3, 1 .4), located in the cabin, which thanks to its interface sends the alert signals of a specific event or measure, these signals are received by said monitor making the multi-witness configuration practical thanks to the optimization of its lines or wiring.Based on the above, the SYSTEM FOR WARNING AND PREVENTING FAILURES IN THE AIR BRAKE SYSTEM WITH RESPECT TO HIGH TEMPERATURE OR OVERHEATING, LOSS OF GRADUATION OR CALIBRATION AND SUDDEN DAMAGE TO ITS COMPONENTS (SAFF) of the present application is an indispensable tool for characterizing a large number of elements to be monitored that are part of the brake system to be controlled, it enables macro supervision in a vehicle, and likewise the present invention through its system allows to be effective in monitoring the elements that are part of the air brake system at long distances in all types of vehicles, thanks to its multi-interface module application (3. 4, 5, 6, 7) which are configured according to the number or set of axles in vehicles and additionally in the case of trailers or trailers the interface module (3. 4, 5, 6, 7) has connectors multi-way (7) for all configurations in this type of units according to the requirement.

[0030] The present invention SYSTEM WARNING DEVICE AND PREVENTION OF FAILURES IN THE AIR BRAKE SYSTEM WITH RESPECT TO HIGH TEMPERATURE OR OVERHEATING, LOSS OF GRADUATION OR CALIBRATION AND SUDDEN DAMAGE TO ITS COMPONENTS (SAFF) of the present application, contributes to the connectivity of the automated telemetry technology (8) which through remote communication allows data to be collected, for this, the proposed system of the present invention by means of a Display monitor (MDSAFF) (1.2, 1.3, 1.4), which has ports for connections to telemetry systems (8), bluetooth and wifi for the transmission of information, (See Figure No 1.1 Component 8) (See Figures No 1.2, No 1.3, No 1.4), these ports provide information on output signals, warning of temperature events and mechanical events, real-time information on warnings of failures and damage to the brake system, these connectable ports are arranged for communication with telemetry systems (8), Bluetooth and Wi-Fi for the purpose of logistics and road safety.

[0031] The present invention SYSTEM WARNING DEVICE AND PREVENTION OF FAILURES IN THE AIR BRAKE SYSTEM WITH RESPECT TO HIGH TEMPERATURE OR OVERHEATING, LOSS OF GRADUATION OR CALIBRATION AND SUDDEN DAMAGE TO ITS COMPONENTS (SAFF) of the present application, favors productivity, where through its system proposed in the present application it provides a line of stability in maintenance and a line of regulation in the good management of the vehicle's brake system, avoiding damage, enabling repairs in time, optimizing the useful life of the components, by sending warning and prevention signals in time, preventing exponential damage, damage to the brake system itself and damage to the vehicle, due to a collision or incident, therefore, the proposed system of the present invention avoids a loss of productivity for days in the workshop and a significant cost for the concept of repairs.

[0032] When there is damage or the graduation or calibration in the brake system, the temperature increases. The present invention patent application aims to provide a solution to the problem through a WARNING DEVICE AND PREVENTION SYSTEM FOR FAILURES IN THE AIR BRAKE SYSTEM WITH RESPECT TO HIGH TEMPERATURE OR OVERHEATING, LOSS OF GRADUATION OR CALIBRATION AND SUDDEN DAMAGE TO ITS COMPONENTS (SAFF), which is an integral instrument in relation to failures in the brake system, since it monitors the relationship between thermal events (overheating or fading effect) and mechanical events (loss of graduation or calibration and sudden damage) and displays them in a unified diagnostic table in the cabin.

[0033] The present invention contributes to reduce the phenomena that occur within a brake system, such as: Overheating, fading effect, loss of graduation or calibration and sudden damage to the components of the brake system, i) In the phenomenon of overheating and the fading effect, the present invention, warning and prevention system (SAFF) (1) proposed with respect to the high temperature or overheating in which thermal events and the dissipation capacity and comfort in the brakes are monitored, since the system is responsible for warning in real time of the maximum temperature level (pre-indicated, configurable) acceptable for optimal operation, avoiding excess heat accumulated in the elements that are part of the brake system. The system considers the damages of the system itself,as well as external damage to the components of other systems which due to their proximity transmit additional temperatures to the brake system by conduction and radiation, directly affecting the braking work in the vehicle, also the warning and prevention system (SAFF) (1) proposed of the present invention was created for vehicles with air brake system that in many cases are of constant and heavy work, therefore, the system (SAFF) (1) takes into account the relationship of the physical variables (mechanics, temperature) that intervene in the operation, in its brake system, ¡i) In the phenomenon of loss of graduation or calibration of the brake system, in general, the calibration intervals of the air brake system depend on physical factors, which are detected and warned by the system (SAFF) (1) proposed of the present invention,enabling correction and resulting in regulation and stability in each of the parts or calibration elements and of the air brake system in general. The objective of the system with respect to calibration-graduation is to maintain and verify the proper functioning of the elements of the entire system, noting the maximum acceptable tolerances. The proposed system of the present invention warns in time of the maximum trajectory of the air chamber rod by means of a sensor (SFSAFF) (4) alerting the operator that he must stop to inspect, graduate or calibrate as soon as possible, since he has reached the maximum development of the rod's travel (chamber driver) and will begin loss of braking work in the compromised element. With respect to sudden damage, the system (SAFF) (1) warns of mechanical damage to the system components,since the loss of an element due to damage will activate the sensor (SFSAFF) (4). iii)In the phenomenon of sudden damage in the brake system, in general, such as ruptures, fractures, cracks, wear, collapses, tears of the elements that make up the brake system that occur suddenly, these are detected and warned by the system (SAFF) (1) proposed of the present invention, enabling correction and resulting in regulation and stability in each of the parts or elements of the air brake system in general. The objective of the system with respect to sudden damage is to maintain and verify the proper functioning of the elements of the entire system, warning of damage in real time. The proposed system of the present invention warns in time of the maximum trajectory of the air chamber rod by means of a sensor (SFSAFF) (4) alerting the operator that he must stop to inspect and repair the damage,since it has lost braking work in the set of compromised elements. The system (SAFF) (1) warns of mechanical damage to the system components, since the loss of an element due to damage will activate the sensor (SFSAFF) (4), damage or failures cause work overloads to the other functional elements exposing them to fatigue and will increase the temperature in the system.,

[0034] The SYSTEM FOR WARNING AND PREVENTING FAILURES IN THE AIR BRAKE SYSTEM WITH RESPECT TO HIGH TEMPERATURE OR OVERHEATING, LOSS OF GRADUATION OR CALIBRATION AND SUDDEN DAMAGE TO ITS COMPONENTS (SAFF) of this application, warns of failures and damages in the air brake system. Below, we cite some of the damages or failures detected by the SAFF system (1) of this application:

[0035] Overheating in the system.

[0036] Loss of graduation.

[0037] Damage to the air chambers or actuators (Brake Chamber).

[0038] Broken bells (Drum Brake).

[0039] Damage to brake shoes (Air Brake Shoes).

[0040] Caliper and fractured or worn discs (Caliper)(Rotor).

[0041] Damaged or fractured slacks (Slack adjuster).

[0042] Loss of brake block, band or pads (Brake Lining) (Brake pad).

[0043] Changing wheels (Cam Roller).

[0044] Broken or worn camshafts (Camshatf Brake).

[0045] Failures in the return dynamics due to deterioration of the springs (Return spring) and deterioration of the rotation support elements (bushings) (Brake Bushings).

[0046] • Ruptures and detachments in structural elements of the system.

[0047] At present, a device similar to the one proposed illustrated in this patent application has not been implemented, which warns of damage to vehicles with air brake systems with respect to the relationship of the variables (mechanical and temperature), which in a comprehensive, clear and timely manner reports and illustrates brake failures in real time, which warns and commits the operator to stop and repair the damage, in order to avoid exposing his life and the lives of people, which avoids damages and property losses.Based on the above, we consider that the WARNING DEVICE AND FAILURE PREVENTION SYSTEM IN THE AIR BRAKE SYSTEM WITH RESPECT TO HIGH TEMPERATURE OR OVERHEATING, LOSS OF GRADUATION OR CALIBRATION AND SUDDEN DAMAGE TO ITS COMPONENTS (SAFF) of this application is a fundamental tool for the technological development of the automotive and safety industry, since it diagnoses the air brake system in real time, warning of damage with respect to high temperature or overheating, loss of graduation or calibration and sudden damage to its components, allows integration into communication and transmission systems, makes it possible to correct or repair the damage or failure in time, protecting the vehicle, the integrity of the operator and other actors who share the same road and its environment.It prevents property losses, complements current safety regulations, and regulates driving by requiring vehicle operators to maintain safe operating parameters.

[0048] IT'S A LIFE-SAVING SYSTEM!

[0049] DESCRIPTION OF THE FIGURES

[0050] To complement the description being made and in order to help better understand the characteristics of the invention, according to a preferred example of practical implementation thereof, a group of figures is attached as an integral part of said description, in which the following has been represented for illustrative and non-limiting purposes:

[0051] Figure No. 1. Shows a front view and a bottom view where the entire SYSTEM FOR WARNING AND PREVENTING FAILURES IN THE AIR BRAKE SYSTEM WITH RESPECT TO HIGH TEMPERATURE OR OVERHEATING, LOSS OF GRADUATION OR CALIBRATION AND SUDDEN DAMAGE TO ITS COMPONENTS (SAFF) is illustrated, which makes up the entire invention (1) of the present application.

[0052] • On the one hand, a six-axle tractor-trailer vehicle and, on the other hand, the proposed system diagram (SAFF) (1) applied to the same vehicle.

[0053] Figure No.1.1. Illustrates a bottom view showing each of the elements or components (1.1) that make up the entire invention (1) applied in a heavy vehicle together with its braking system. The diagram illustrates the components (1.1) of the (SAFF) system (1) and their location in a 6-axle or 12-wheel heavy-duty vehicle (subsystems). In the case of sensors 4,5,6, the location is shown randomly in some components, clarifying that all wheels (subsystems) carry this set of sensors.

[0054] 1) monitor display (MDSAFF) (1 .2, 1 .3, 1 .4).

[0055] 2) connector regulator module (MRSAFF) (2).

[0056] 3) from the interface module (MISAFF) (3, 4, 5, 6, 7) the controller module (MCSAFF) (3).

[0057] 4) from the interface module (MISAFF) (3, 4, 5, 6, 7) the end of route sensor (SFSAFF) (4).

[0058] 5) from the interface module (MISAFF) (3, 4, 5, 6, 7) the infrared sensor (SISAFF) (5).

[0059] 6) from the interface module (MISAFF) (3, 4, 5, 6, 7) the contact thermal sensor (SCSAFF) (6).

[0060] 7) of the interface module (MISAFF) (3, 4, 5, 6, 7) multi-way connector (7).

[0061] 8) Telemetry system (8) connected to the SAFF system.

[0062] Figure No.1.2. Illustrates a bottom view of the system (1.1) containing the invention (1) together with the interaction of the Display Monitor (MDSAFF) (1.2) acting together with the system (1.1) of the present invention (1), likewise each of the constructive dispositions and configurations are exposed together with their respective elements that make up the Display Monitor (MDSAFF) (1.2) of the invention (1) of the present application.

[0063] In the diagram we can see the Display Monitor (MDSAFF) of witnesses, its size, the relationship between axles and wheels of a tractor-trailer type vehicle with respect to the order of icons or witnesses on the monitor, which shows us the characterized figures, the exact location and the nature of the fault.

[0064] In the example, we give illustrative and non-limiting values.

[0065] • The left side, symbolized by the letter I

[0066] • The right side, symbolized by the letter D

[0067] • High temperature, symbolized by the letter T • Loss of graduation or calibration or sudden damage symbolized by the letter G

[0068] • The axis number (fault location) symbolized with numbers, in this case (example) for reference to No. 1

[0069] 1.2.1 : refers to the Monitor Display Design (MDSAFF)

[0070] 1 .2.2: refers to the Display Monitor connection cable (MDSAFF), this is connected (MDSAFF) to the connector regulator module (MRSAFF).

[0071] 1 .2.3: refers to the SAFF system, plan and graphic of a 6-axle, 12-wheel heavy-duty vehicle (subsystems).

[0072] Figure No.1.3. Illustrates a bottom view of the Monitor Display (MDSAFF) (1 .3) that contains the invention (1 ), also each of the constructive dispositions and configurations are exposed together with their respective elements that make up the Monitor Display (MDSAFF) (1.3) of the invention (1 ) of the present application. The arrangement of the signals and witnesses of the (1 .3) is shown.

[0073] Example of a set or system of illustrative symbols (cones or witnesses) that allow us to graphically represent the alerts, location and nature of the elements monitored by the sensors.

[0074] • 1 .3.1 : left side, symbolized by the letter I

[0075] • 1.3.2: right side, symbolized by the letter D

[0076] • 1.3.3: high temperature, symbolized by the letter T

[0077] • 1.3.4: loss of graduation or calibration or sudden damage symbolized by the letter G

[0078] • 1.3.5: axis number (fault location) symbolized with numbers, in this case (example), No. 1 among 6 axes

[0079] • 1.3.6: Cable with connectors: connects the connector regulator module (MRSAFF) (2) with the display monitor (MDSAFF) (1.3).

[0080] Figure No.1.4. Shows several views of the different interactions and applications of the Monitor Display (MDSAFF) (1.4) acting in the system (1.1) of the present invention (1) in various units or heavy work vehicles, also shows the control panel inside the cabin of the vehicle and its respective location and mounting of the Monitor Display (MDSAFF) (1.4) of the invention (1) of the present application. electronic monitor: its location and configuration for any vehicle with air brake system, taking into account its number of axles, in the example, two and three axles.

[0081] • 1.4.1: its location: it is in the central area and in the driver's direct line of sight, where he does not need to take his eyes off the road or surroundings for a prolonged period to see it, but rather in just a glance he obtains the information he needs.

[0082] • 1.4.2: Configuration: In the image we can see how the system is configured for a three-axle dump truck type unit, in this case six wheels (two wheels per axle).

[0083] • 1.4.3: Configuration: In the image we can see how the system is configured for a passenger truck type unit and a two-axle front loader, in this case 4 wheels (two wheels per axle).

[0084] • 1.4.4: board or millare: place where the display monitor is located (MDSAFF).

[0085] Figure No. 2. Shows an isometric view and a front view of the technical characteristics that make up the connector regulator module (MRSAFF) (2) of the system (1.1) of the invention (1) of the present application.

[0086] Illustration of the connector regulator module (MRSAFF) responsible for receiving signals sent by the interface modules. It organizes and sends information to the monitor located in the unit's cabin. It powers the system and regulates voltages, providing consistent levels throughout the system.

[0087] • 2.0.1: connector port where the cable that goes to the Monitor Display (MDSAFF) is connected.

[0088] • 2.0.2: connectors, where the interface modules are connected (MISAFF), this module is configured to receive the lines from the required interface modules, in the example (See Figure No. 1.1), a tractor-trailer with three interface modules (3, 4, 5, 6, 7), one for each set of axles, all of them connected to the connector regulator module (2) (See Figure No. 1.1 Component 2).

[0089] Figure No. 3. Illustrates an isometric view and a front view of the technical characteristics that make up the controller module (MCSAFF) (3) of the Interface Module (MISAFF) (3, 4, 5, 6, 7) of the system (1.1) of the invention (1) of the present application.

[0090] Illustration of the electronic controller module (MCSAFF)

[0091] • 3.0.1 : connector port (to connect the line between the Interface module (MISAFF) and the connector regulator module (MRSAFF).

[0092] • 3.0.2: connectors for coupling the sensor set.

[0093] • 3.0.3: Line to connector regulator module (MRSAFF).

[0094] • 3.0.4: Multi-way connector for coupling and uncoupling interface modules (MISAFF) on trailers.

[0095] Figure No. 4. Shows several front views of the constructive arrangements and configurations together with their respective elements that make up the end-of-travel sensors in air chambers or actuators (Brake Chamber) or actuators (SFSAFF) (4) acting together with the interface module (3, 4, 5, 6, 7) of the system (1.1) of the present invention (1) and the respective air brake system of an automotive unit or vehicle.

[0096] Air chamber end-of-line sensor (SFSAFF):

[0097] • 4.01: In the figure we see the air chamber end-of-travel sensor. Located on the front cover of the chamber or installation cover

[0098] • 4.02: We observe the safety camera at rest, pedal free, sensor deactivated (off). • 4.03: In the figure we see the pedal brake applied and the sensor (SFSAFF) activated (on) so that the stem disc (camera driver) has reached its maximum internal travel due to loss of graduation or calibration or mechanical damage.

[0099] Figure No.4.1. Shows several front views of the constructive arrangements and configurations together with their respective elements that make up the end-of-path sensors (SFSAFF) (4.1) in air chambers or actuators, acting together with the interface module (3, 4, 5, 6, 7) of the system (1.1) of the present invention (1) and the respective air brake system of an automotive unit or vehicle. end-of-path sensor (SFSAFF) in the safety air chamber in the air brake system.

[0100] • 4.1 .1 : we observe the end-of-path sensor (SFSAFF) in the safety air chamber.

[0101] • 4.1.2: We observed the end-of-travel sensor (SFSAFF) in the air chamber in the disc brake system.

[0102] Figure No.4.2. Shows several front views of the constructive arrangements and configurations together with their respective elements that make up the end-of-travel sensors in air chambers or actuators (Brake Chamber) (SFSAFF) (4.2) acting together with the interface module (3, 4, 5, 6, 7) the system (1.1) of the present invention (1) and the respective air brake system of an automotive unit or vehicle. Likewise, it shows several arrangements of the brake system when the pedal acts and without a pedal together with some reference lengths A, B and C and how it interacts with the end-of-travel sensor in air chambers or actuators (Brake Chamber) (SFSAFF) (4.2) with the brake system.

[0103] We see two graphs which explain the location of the stem at rest (pedal not applied) (sensor not activated) and then with the thimble applied where internally we see the end of travel sensor (SFSAFF), its location, where the stem upon reaching its maximum internal travel presses the sensor (SFSAFF) touching it with the disc and activating it.

[0104] We explain the value of A, B, C, as reference values.

[0105] • 4.2.1: brake pedal released, we mark the mark on the stem (chamber driver) at rest.

[0106] • 4.2.2: brake pedal applied, we indicate the mark of maximum development of the stem (chamber driver) due to loss of graduation or calibration or mechanical damage to system components.

[0107] • 4.2.3: gust and its movement dynamics in the two previous examples.

[0108] Figure No.4.3. Shows several front views of the constructive arrangements and configurations together with their respective elements that make up the end-of-travel sensors in air chambers or actuators (Brake Chamber) (SFSAFF) (4.3) acting together with the interface module (3, 4, 5, 6, 7) of the system (1.1) of the present invention (1) and the respective air brake system of an automotive unit or vehicle. Likewise, it shows several arrangements of the brake system and how it interacts with the end-of-travel sensor in air chambers or actuators (Brake Chamber) (SFSAFF) (4.3), location and installation position of the end-of-travel sensor in the chamber and point of contact. We see the installation of the end-of-travel sensor, its location and point of contact the internal part of the chamber where it makes contact with the rod.

[0109] • 4.3.1: Drilling in the top cover of the camera, where the sensor is located.

[0110] • 4.3.2: top cover of the air chamber.

[0111] • 4.3.3: stem.

[0112] • 4.3.4: contact point of the sensor with the stem disc. Figure No. 4.4. Shows several front and isometric views of the technical characteristics that make up the plastic rivet (RPSAFF) (4.4) of the system (1.1) of the invention (1) of the present application. Likewise, the constructive dispositions and configurations of the plastic rivet (RPSAFF) (4.4) where the sensor (SFSAFF) (4) is housed in the air brake system of an automotive unit or vehicle are shown. plastic safety rivet (RPSAFF), element where the sensor (SFSAFF) is installed:

[0113] • 4.4.1: plastic rivet with helical path where the sensor is threaded.

[0114] • 4.4.2: Location of the plastic safety rivet on the top cover of the air chamber.

[0115] • 4.4.3: rivet and sensor on front plane.

[0116] Figure 4.5. Shows several frontal and isometric views of the technical characteristics of the components of the air brake system of an automotive unit or vehicle. System elements, air brake chamber or actuator, cam, camshaft, and rotors.

[0117] • 4.5.1 : Single air brake chamber or actuator

[0118] • 4.5.2: stem

[0119] • 4.5.3: Graduation streak

[0120] • 4.5.4: drum brake cam

[0121] • 4.5.5: slices

[0122] Figure No. 5. Shows several front views of the constructive arrangements and configurations together with their respective elements that make up the infrared temperature sensors (SISAFF) (5) acting together with the interface module (3, 4, 5, 6, 7) of the system (1.1) of the present invention (1) and the respective air brake system of an automotive unit or vehicle. It also shows several arrangements of the brake system and how it interacts with the infrared temperature sensor (SISAFF) (5) with the bell brake system.

[0123] Thermal infrared sensor in hood or drum (SISAFF):

[0124] • 5.0.1: We observe the infrared thermal sensor in a frontal plane in the drum or bell brake system, its base and its location.

[0125] • 5.0.2: We observe in the figure the location of the infrared thermal sensor in a lateral plane within the visual field of the hood tab, a location with greater accuracy in the measurement.

[0126] • 5.0.3: Bell or drum, illustration of the sensor working environment (SISAFF).

[0127] • 5.0.4: The location of the brake chamber or actuator of the bell brake system is shown respectively, illustration of the sensor working environment (SISAFF).

[0128] • 5.0.5 shows the location on the side plane of the connector cable, which connects the sensor to the controller module.

[0129] Figure No. 5.1. Shows several front views of the constructive arrangements and configurations together with their respective elements that make up the infrared temperature sensors (SISAFF) (5.1) acting together with the interface module (3, 4, 5, 6, 7) of the system (1.1) of the present invention (1) and the respective air brake system of an automotive unit or vehicle. It also shows several arrangements of the brake system and how it interacts with the infrared temperature sensor (SISAFF) (5.1) with the disc brake system.

[0130] Thermal infrared sensor in disc brake system (SISAFF):

[0131] • 5.1 .1 : We observe the infrared thermal sensor in a diagonal plane in the disc brake system, its base and its location.

[0132] • 5.1.2: We observe the infrared thermal sensor in a lateral plane in the disc brake system, its base and its location. • 5.1.3: We observe the infrared thermal sensor in a frontal plane in the disc brake system, its base and its location.

[0133] • 5.1.4: Safety camera in disc brake system.

[0134] Figure No.6. Shows several front views of the constructive arrangements and configurations together with their respective elements that make up the contact thermal sensors (SCSAFF) (6) acting together with the interface module (3, 4, 5, 6, 7) of the system (1.1) of the present invention (1) and the respective air brake system of an automotive unit or vehicle. Likewise, it shows various arrangements of the brake system and how it interacts with the contact thermal sensor (SCSAFF) (6.0) with the bell brake system. contact or shoe thermal sensor (SCSAFF):

[0135] • 6.0.1: In the image we see the contact thermal sensor, its location in the drum and shoe brake system.

[0136] • 6.0.2: In the image we see the shoes, the place where the contact thermal sensor is installed.

[0137] Figure No.6.1. Shows several front views of the constructive arrangements and configurations together with their respective elements that make up the contact thermal sensors (SCSAFF) (6.1) acting together with the interface module (3, 4, 5, 6, 7) of the system (1.1) of the present invention (1) and the respective air brake system of an automotive unit or vehicle. Likewise, it shows various arrangements of the brake system and how it interacts with the contact thermal sensor (SCSAFF) (6.1) with the disc brake system. contact thermal sensor in disc brake system (SCSAFF):

[0138] • 6.1 .1 : in the image we observe the contact thermal sensor.

[0139] • 6.0.2: In the image we observe the location of the sensor installed in the caliper of the disc brake system. Figure No.7. Shows several front and isometric views of the technical characteristics that make up the Multi-way Connector (7) of the interface module (3, 4, 5, 6, 7) of the system (1 .1) of the present invention (1).

[0140] Multi-way connector: for coupling and uncoupling (MISAFF) in articulated units such as trailers or semi-trailers.

[0141] • 7.0.1: The image shows a multi-way connector that we use in vehicles that have a trailer or semi-trailer.

[0142] • 7.0.2: Fixed base for the connector.

[0143] DETAILED DESCRIPTION OF THE INVENTION

[0144] The SYSTEM FOR WARNING AND PREVENTING FAILURES IN THE AIR BRAKE SYSTEM WITH RESPECT TO HIGH TEMPERATURE OR OVERHEATING, LOSS OF GRADUATION OR CALIBRATION AND SUDDEN DAMAGE TO ITS COMPONENTS (SAFF) (1) proposed in the present application is mainly composed of three elements, which are: a Display Monitor (MDSAFF) (1.2, 1.3, 1.4), a Connector Regulator Module (MRSAFF) (2) and an Interface Module (MISAFF) (3, 4, 5, 6, 7)

[0145] Monitor Display (MDSAFF) (1.2, 1.3, 1.4)

[0146] This device (MDSAFF) (1.2, 1.3, 1.4) is composed of a set of electronic elements that interact in an orderly manner to display information corresponding to failures in the brake system, which it does so visually and audibly on a screen (display), visually by means of witnesses or luminous icons (graphics, symbols) and audibly by means of an alarm (buzzer). It is an ordered circuit where a set of electronic components is in charge of receiving the electrical signals, and displaying them visually on a display screen. Additionally, it displays the warnings of the witnesses or icons (symbols, graphics, luminous) and sound (buzzer) intermittently.This monitor displays and warns of faults in the air brake system in a characterized, ordered and synchronized manner, relating the icons or witnesses with the location of the vehicle's wheels independently, showing the nature with respect to thermal events (overheating, fading effect) and mechanical events (loss of graduation or calibration and sudden mechanical damage), and all in real time, it is configurable for any vehicle taking into account the number of axles or wheels, it is for universal use, it has connection ports, governed by the connector regulator module which by means of a cable feeds and sends, orders the information to be displayed on the monitor on the screen.This monitor through its ports allows the integration to communication systems, telemetry (8), wifi, bluetooth all this for the transmission of remote signals (information) corresponding to failures or damages in the brake system to systems for logistics and road safety (See Figure No 1.1 Components 1 and 8). It receives power and receives information (electrical signals) (See Figures No 1.2, 1.2.2) from the connector regulator module (MRSAFF) (2) by means of a cable with connectors (See Figures 1.3, 1.3.6).

[0147] This device (MDSAFF) (1.2, 1.3, 1.4) is an electronic monitoring and supervision component that allows the operator to see information in a visual and audible manner, located in the cabin in his field of vision (See Figure No. 1.4, 1.4.1), its function is to warn of failures in the brake system by means of warning lights or luminous icons and an audible alarm, both flashing (See Figures No. 1.2, No. 1.3, No. 1.4).

[0148] It is an electronic device (1.2, 1.3, 1.4) which allows monitoring signals by means of visual and audible witnesses (both intermittent) this receives information (warnings of failures or damages), these are sent by the connector regulator module (MRSAFF) (2) and the display monitor (MDSAFF) (1.2, 1.3, 1.4) presents them in a characterized, orderly manner, indicating their nature and exact location, making it possible to see all the information on a single screen (See Figures No. 1.2, No. 1.3, No. 1.4). The display monitor (MDSAFF) (1.2, 1.3, 1.4) groups and displays all the information accurately in real time, gives the alert insistently by means of an audible alarm (buzzer) until it has been corrected, additionally through its connection ports it allows sending information to telemetry system modules (8), Bluetooth, Wi-Fi (See Figures No. 1, 1 Component 1 and 8),

[0149] It is housed in a casing and installed with a base for fastening to the vehicle's dashboard. Its power and communication connection is via a cable with a connector (See Figures No. 1.2, 1.2.2, and No. 1.3, 1.3.6).

[0150] The Monitor Display (MDSAFF) (1.2, 1.3, 1.4). is a unified diagnostic box of the status of the air brake system, since it is located in the visual field of the operator or driver in the cabin (See Figures No. 1.4, 1.4.1), which shows the set of graphic and audible warnings of vehicle faults in its air brake system, showing the exact location and nature of the fault clearly and punctually and all in real time (See Figures No. 1.4), that is, it is a technological support composed of a group of indicators that communicate its status. The Monitor Display (MDSAFF) (1.2, 1.3, 1.4). configured to be present in trucks, buses, agricultural machinery, yellow machinery and all kinds of vehicles, with all the different numbers of axles, that use the air brake system. (See Figures No. 1.1, No. 1.2, No. 1.4).

[0151] Based on the above, the Monitor Display (MDSAFF) (1.2, 1.3, 1.4) is shown in Figures No. 1.1, No. 1.2, No. 1.3, No. 1.4, in their respective configurations and locations or arrangements for any type of vehicle, from one to six axles according to the example (See Figures No. 1, No. 1.1, No. 1.4) or more numbers of axles according to the need and configuration required, also said Monitor Display (MDSAFF) (1.2, 1.3, 1.4) of the proposed system of the present invention is for universal use, which works in any type of vehicle with an air brake system and in turn is configured according to its number of axles or wheels, as described below:

[0152] • Figure No. 1.4 shows the Display Monitor (MDSAFF) (1.2, 1.3, 1.4), in a location (1.4.1) where it is located in the central area and in the driver's direct line of sight, where the driver does not need to take his eyes off the road or surroundings for a prolonged period to view it, but rather obtains the information he needs in just a glance.

[0153] • Figure No.1.4 shows the Monitor Display (MDSAFF) (1.2, 1.3,

[0154] 1.4) which has a configuration (1.4.2), also in this figure No.1.4 you can see how the system is configured for a three-axle dump truck type unit, in this case six wheels (two wheels per axle).

[0155] • Figure No.1.4 shows the Monitor Display (MDSAFF) (1.2, 1.3,

[0156] 1.4) which has a configuration (1.4.3), also in this figure No.1.4 you can see how the system is configured for a passenger truck type unit and a two-axle front loader, in this case 4 wheels (two wheels per axle).

[0157] • Figure No.1.4 shows the Monitor Display (MDSAFF) (1.2, 1.3,

[0158] 1.4) which has a configuration (1.4.1 ), where this Monitor Display (MDSAFF) (1 .2, 1.3, 1.4) is located on the dashboard, mileage or instrument panel supported by a surface-mounted base, its location is due to the fact that this Monitor Display (MDSAFF) (1.2, 1.3, 1.4) provides an enormous amount of information necessary for the optimal driving of the vehicle, said Monitor Display (MDSAFF) (1.2, 1.3, 1.4) delivers information in a timely manner, clearly, understandably and precisely showing the damage, the exact location and nature (thermal or mechanical), all in real time, enabling the activation of immediate safety and contingency protocols, also by being in the central area and in direct line of sight of the driver, he does not need to take his eyes off the road or the environment for a long time to view it, but in just a glance he obtains the information he needs. (See Figures No.1 .4, 1 .4.1 ).

[0159] In Figure No.1.3 the Monitor Display (MDSAFF) (1.2, 1.3, 1.4) is illustrated where the exact location of the fault is shown in graphics by means of illustrative and non-limiting values ​​in letters and numbers where the exact location of the fault is characterized, such as the right side (D) or (I) left, also by axis number (From 1 to 6) in the example and by its nature such as (T) high temperature or (G) loss of graduation or calibration (decalibration) or sudden damage (mechanical damage).

[0160] Based on the above, Figure No.1.2 illustrates the Display Monitor (MDSAFF) (1.2, 1.3, 1.4) which has witnesses located in relation to the location of the axles and wheels of a tractor truck type vehicle for the example, said Display Monitor (MDSAFF) (1.2, 1.3, 1.4) illustrates a respective order of icons or witnesses in which it shows the exact location and the nature of the fault, by means of luminous and configurable visual symbols as described below in the example, like this:

[0161] • The left side, symbolized by the letter (I).

[0162] • The right side, symbolized by the letter (B).

[0163] • High temperature, symbolized by the letter (T).

[0164] • Loss of graduation or calibration (decalibration) or sudden damage (mechanical damage) symbolized by the letter (G).

[0165] • Axis number symbolized with numbers, in this example the number (1) among 6 axes.

[0166] In Figure No.1.3 the Monitor Display (MDSAFF) (1.2, 1.3, 1.4) is illustrated, which has configurable conventions, which are part of a set or system of symbols (icons or witnesses) that allow the graphic representation of the alerts, locations and nature of the elements monitored by the sensors (4, 5, 6) of the interface module (MISAFF) (3, 4, 5, 6, 7) that are part of the system proposed in this application, below, the conventions for the example (icons or witnesses) that are part of the Monitor Display (MDSAFF) (1.2, 1.3, 1.4) are described in an illustrative manner, as follows:

[0167] • Left side, symbolized by the letter (I) (1 .3.1 ).

[0168] • Right side, symbolized by the letter (D) (1 .3.2).

[0169] • High temperature, symbolized by the letter (T) (1 .3.3).

[0170] • Loss of graduation or calibration (decalibration) or sudden damage symbolized by the letter (G) (1 .3.4). • Axle number symbolized by numbers, in this case the number (1 ) among six axes, or the applicable axis number depending on the location of the event (fault or damage).

[0171] • Also, in the same Figure No.1 .3 a cable (1 .3.6) with connector is illustrated, which connects the Connector Regulator Module (MRSAFF) (2) with the Display Monitor (MDSAFF) (1 .2, 1 .3, 1 .4).

[0172] Connector regulator module (MRSAFF) (2)

[0173] This connector regulator module (MRSAFF) (2) is a set of electronic elements that work in an orderly manner to connect, order and feed the system, regulates the voltages it receives from the battery, serves as a connector between the interface module (MISAFF) (3, 4, 5, 6, 7) and the monitor (MDSAFF) (1.2, 1.3, 1.4), likewise this connector regulator module (MRSAFF) (2) acts by regulating and stabilizing the voltages according to the required configuration, it feeds the system proposed in this application by means of the energy it receives from the battery, this in turn feeds the entire system, likewise this module (2) is used as a connector, since it receives the number of wired lines from the Interface Modules (MISAFF) (3, 4, 5, 6, 7) it orders and unifies them in a port where a single cable directs them to the Display Monitor (MDSAFF) (1.2, 1.3, 1.4) in the cabin. (See Figures No.1 .1 , Components 1 , 2, 3).

[0174] The connector regulator module (MRSAFF) (2) is powered by the battery and receives signals from the Interface Modules (MISAFF) and sends them to the Monitor Display (MDSAFF) (1 .2, 1 .3, 1 .4) of the cabin, this connector regulator module (MRSAFF) (2) regulates the voltages received by the unit's battery and transforms them into the voltages indicated for each of the components of the proposed system of this application. (See Figure, No.1.1 Component 2).

[0175] The connector regulator module (MRSAFF) (2) receives the wire lines from the Interface Modules (MISAFF) (3, 4, 5, 6, 7) by means of connectors, also said Module (2) acts as a source, regulates voltages to provide consistent levels in the system proposed in the present invention and finally receives, orders and characterizes the signals sent by the Interface Modules (MISAFF) (3, 4, 5, 6, 7), which directs to the Display Monitor (MDSAFF) (1 .2, 1 .3, 1 .4) in the cabin orderly by a cable (See Figures No 1 .3, 1 .3.6) with connectors. (See Figure No. 1.1, Components 1, 2).

[0176] In Figures No.1, 1 component 2 the connector regulator module (MRSAFF) (2) is illustrated which shows its location, it is installed on the outside and bottom of the cabin, its position is strategic to receive the wired connections of the signals from the Interface Modules (MISAFF) (3, 4, 5, 6, 7), the Display monitor (MDSAFF) (1.2, 1.3, 1.4) and the battery power line (See Figure No. 1.1 element 2 and No. 2, 2.0,3). This connector regulator module (MRSAFF) (2) is installed in a housing. These Modules (MRDSAFF) (2) are for universal use, for heavy duty vehicles and are for universal use.

[0177] Based on the above, the connector regulator module (MRSAFF) is shown in Figure No. 2, where as described above, it is responsible for feeding, regulating and receiving the signals sent by the Interface Modules (MISAFF) (3, 4, 5, 6, 7) which orders and sends the information to the Display Monitor (MDSAFF) (1.2, 1.3, 1.4) which also feeds and which is located in the vehicle cabin, likewise this Module (MRDSAFF) (2) regulates voltages providing consistent levels in the system proposed in the present invention, the previously described functionalities performed by the connector regulator module (MRSAFF) (2) can be carried out by means of its respective elements that comprise it, which are described below, as follows:

[0178] • Figure No. 2 shows a connector port (2.0.1) where the cable (1.3.6) that goes to the Monitor Display (MDSAFF) (1.2, 1.3, 1.4) is connected.

[0179] • Figure No.2 shows several connectors (2.0.2) where the Interface Modules (MISAFF) (3, 4, 5, 6, 7) are connected, this Regulator Module connector (MRSAFF) (2) is configured to receive the lines from the Interface Modules (MISAFF) (3, 4, 5, 6, 7) required, for example, a tractor-trailer may contain three Interface Modules (MISAFF) (3). (See Figures No.1, 1.1).

[0180] • Figure No. 2 illustrates the connection to the battery (2.0.3). Interface Module (MISAFF) (3, 4, 5, 6, 7)

[0181] This Interface Module (MISAFF) (3, 4, 5, 6, 7) is a set of related electronic elements for certain functions that work in a coordinated manner to detect and respond to defined physical events, events and specific measures of the operating environment of the air brake system, this Interface Module (MISAFF) (3, 4, 5, 6, 7) is composed of a group of sensors (SISAFF) (SCSAFF) (SFSAFF) that are governed by a controller module (MCSAFF), the sensors are located on the wheels of the vehicle, exactly in the brake components of the same unit (See Figures No. 4, No. 5, No. 6), these sensors are electro mechanical, analog and digital which by means of a programmable controller module indicates specific measurements in the form of electrical output signals.The interface module (MCSAFF)(SISAFF)(SCSAFF)(SFSAFF) is powered by the connector regulator module (MRSAFF) (2), source of the entire system proposed in the present invention and this in turn by the battery of the unit or automotive vehicle (See Figure No 1.1, Component 2). The sensors (SISAFF) (SCSAFF) (SFSAFF) send signals, which are adapted by the controller module (MCSAFF) according to the programming logic and sent to the connector regulator module (MRSAFF) (2) and this in turn sends them to the monitor (MDSAFF) (1 .2, 1 .3, 1 .4) in the cabin.

[0182] In Figure No.1,1 Elements 3, 4, 5, 6, 7 illustrate the INTERFACE MODULE (MISAFF) (3, 4, 5, 6, 7) which shows the location of its components. The controller module (MCSAFF) (3) is installed in the chassis structure or above the axle assembly, this being a strategic part to receive the signal lines from the sensors. This controller module (MCSAFF) (3) is installed in a protection and fastening housing, it is universally configurable for any vehicle with an air brake system (See Figure No. 1.1, Components 3 and No. 3). The sensors (SISAFF) are installed on the wheels in the visual field and direct line of the friction components of the air brake system (See Figure No. 5, 5.1). Contact thermal sensors (SCSAFF) are located on the fastening or supporting components of the friction materials shoes in drum or bell brakes and calipers in disc brakes (See Figure No. 6, 6.1).The sensors (SFSAFF) are installed in the air chambers or actuators (Brake Chamber) of the air brake system (See Figure No.4, No 4.1, No 4.2, No 4.3).

[0183] The Controller Module (MCSAFF) (3) of the Interface Module (MISAFF) (3, 4, 5, 6, 7) as shown in Figure No.3, which is housed in a protective and fastening casing, which has the following elements that comprise it: an electronic board, a connector port for communication with the Connector Regulator Module (MRSAFF) (3.0.1), connector lines for the sensors (3.0.2), a line to the Connector Regulator Module (MRSAFF) (2) (3.0.3), if required, one or more Multi-way Connectors (7) (3.0.4), to couple and uncouple Interface Modules (MISAFF) (3, 4, 5, 6, 7) installed in trailers or trailers in articulated vehicles to connect and disconnect according to the required configuration.

[0184] Based on the above, Figures No. 3, No. 4, No. 5 and No. 6 No. 7 show the Interface Module (MISAFF) (3, 4, 5, 6, 7) which is composed of the following elements:

[0185] • A Controller Module (MCSAFF) (3), a set of electronic elements that work in an orderly manner to fulfill certain functions within the operating environment of the air brake system, is based on an electronic element plate that uses a programmable controller in which instructions are recorded, which are written with the programming language that is used in the determined environment, likewise this Controller Module (MCSAFF) (3) is a programmable plate that can execute the different instructions, among them the conversion and transmission of signals (receives and transmits signals) in this way the Controller Module (MCSAFF) (3) of the Interface module (MISAFF) (3, 4, 5, 6, 7) employs the use of electromechanical, digital and analog sensors according to the configuration., conditions and adapts to the specific needs of the elements (sensors 4, 5, 6) that use electric current, is connected to the sensors (SISAFF) (5), (SCSAFF) (6), (SFSAFF) (4) which it governs and in turn is connected to the regulator module in charge of receiving and transmitting the signals to the monitor (1 .2, 1 .3, 1 .4) (See Figure No 1 .1, components 1, 2, 3, 4, 5, 6, 7). It is powered by the regulator module connector (MRSAFF) (2) and in turn feeds the sensors (4, 5, 6) is housed in a protective and fastening casing is for universal use configurable for any vehicle (Number of sensors in relation to the number of wheels), is installed in the chassis structure above the axle or set of axles, this being a strategic part to receive the sensor lines.

[0186] • Infrared Temperature Sensors (SISAFF) (5, 5.1 ): It is an opto-electrical device that captures and measures the electromagnetic radiation within the vision area of ​​the friction elements of the air brake system, these sensors (SISAFF) (5, 5.1 ) detect the variation that occurs in the temperature and the degrees predetermined by the controller module (3). The infrared sensors (SISAFF) (5, 5.1 ) are compact and of high quality, they measure the temperature of the fixed or moving or extremely hot friction components, without the need for direct contact with precision, consistency and effective response time. The infrared sensors (SISAFF) (5, 5.1 ) consist of lenses that focus the infrared rays produced by the effect of friction on the bell discs of the air brake system, in this way the remote measurement of these elements is determined which, through the controller module (3), deliver a specific signal within the variable. (See Figures No. 5, 5.1 ).

[0187] These infrared sensors (SISAFF) (5, 5.1) have the following provisions in the air brake system, as follows:

[0188] • Figure 5 shows the thermal infrared sensor in the bell or drum (SISAFF) (5), under a location (5.0.1) where this thermal infrared sensor is located on a frontal plane of the drum or bell of the brake system, and at the same time its base and location are shown respectively.

[0189] • Figure 5 shows the thermal infrared sensor in the bell or drum (SISAFF) (5), under a location (5.0.2) where this infrared thermal sensor is located in a lateral plane within the visual field of the tab of the bell of the brake system, and at the same time its location is shown for greater accuracy in the measurement respectively.

[0190] • Figure 5 shows the location (5.0.3) of the air brake system bell, respectively.

[0191] • Figure 5 shows the location of the brake chamber (5.0.4) of the bell brake system, respectively.

[0192] • Figure 5 shows the lateral plane location of the connector cable (5.0.5), which connects the sensor (SISAFF) with the controller module (MCSAFF) (3) of the interface module (MISAFF), respectively.

[0193] • Figure 5.1 shows the thermal infrared sensor in the disc brake system (SISAFF) (5.1), under a location (5.1.1) where this thermal infrared sensor is located in a diagonal plane in the disc brake system, and at the same time its base and location are shown respectively.

[0194] • Figure 5.1 shows the thermal infrared sensor in the disc brake system (SISAFF) (5.1), under a location (5.1.2) where this thermal infrared sensor is located on a lateral plane in the disc brake system, and at the same time its base and location are shown respectively.

[0195] • Figure 5.1 shows the thermal infrared sensor in the disc brake system (SISAFF) (5.1), under a location (5.1.3) where this thermal infrared sensor is located on a frontal plane in the disc brake system, and at the same time its base and location are shown respectively.

[0196] • Figure 5.1 shows the location of the brake chamber (5.1.4) of the disc brake system, illustration of the working environment of the sensor (SISAFF) respectively.

[0197] • Figure 5.1 shows the lateral plane location of the connector cable (5.1.5) which connects the sensor (SISAFF) with the controller module (MCSAFF) (3) of the interface module (MISAFF) respectively.

[0198] The infrared sensor (SISAFF) (5) which is arranged in the drum or bell brake system (5.0.3), measures the temperature of the drum or bell (5.0.3), since these are the friction elements where the highest measurement is recorded brake system, by means of the controller module (MCSAFF) (3) deliver a punctual output signal within the variable. These infrared sensors (SISAFF) (5) are located in the direct visual field of the element (Bells (3.0.2)) to be measured, likewise these sensors (SISAFF) (5) are installed on a calibratable support and this in turn attached to the respective axis. (See Figures No.1.1, component 5, and No. 5).

[0199] The infrared sensor (SISAFF) (5.1 ) in which it is arranged in the disc brake system, measures the temperature of the disc, since these are the friction elements where the highest measurement of the brake system is recorded, through the controller module (3) they deliver a punctual output signal within the variable. These infrared sensors (SISAFF) (5.1 ) are located in the direct visual field of the element (Discs) to be measured, likewise these sensors (5.1 ) are installed on a calibratable support and this in turn attached to the respective axis. (See Figures No.1 .1 , component 5 and No.5.1 ). • Contact Thermal Sensors (SCSAFF) (6, 6.1 ): They are electronic devices whose function is to detect a single temperature and allow or restrict the flow of current, they do their work thanks to an internal resistance that expands or contracts and send an electrical signal when they reach an exact measurement. These sensors (SCSAFF) (6, 6.1 ) are used to detect a specific temperature in the brake system, these can be (NA) normally open or (NC) normally closed, their function is to transmit the signal to the controller module (3). These sensors (SCSAFF) (6, 6.1 ) are manufactured for a single measurement and are configured in the system proposed in this application, placing the appropriate sensor (SCSAFF) (6, 6.1 ) according to the predetermined required degrees. (See Figures No.1.1 , No.6 and No. 6, 6.1 ).

[0200] These thermal sensors (SCSAFF) (6, 6.1) have the following provisions in the air brake system, as follows:

[0201] • Figure No. 6 shows the thermal contact sensor in shoe (SCSAFF) (6), under a location (6.0.1) which is located in the drum or bell and shoe brake system (6.0.2).

[0202] • Figure No. 6 shows the contact thermal sensor in the shoe (SCSAFF) (6), where this contact thermal sensor (6) is installed in the shoes (6.0.2).

[0203] • Figure 6 shows the lateral plane location of the connector cable (6.0.3) which connects the sensor (SCSAFF) with the controller module (MCSAFF) of the interface module (MISAFF) respectively.

[0204] • Figure 6.1 shows the contact thermal sensor (SCSAFF) (6.1 .1 ) in the disc brake system. • Figure 6.1 shows the location (6.1.2) of the contact thermal sensor (SCSAFF) (6.1 ) which is installed in the caliper of the disc brake system.

[0205] • Figure 6.1 shows the lateral plane location of the connector cable (6.1.3) which connects the sensor (SISAFF) with the controller module (MCSAFF) of the interface module (MISAFF) respectively.

[0206] The drum-shoe contact thermal sensor (SCSAFF) (6) in the brake system detects a certain temperature measurement in the shoes (6.0.2), since these are the elements where high measurements are recorded, being the support element of the friction material (Conductive Element). These sensors (SCSAFF) (6) are in direct contact, fastened by means of screws to the shoes (6.0.2) (See Figures No 1.1, component 6 and No.6).

[0207] The disc brake-caliper contact thermal sensor (SCSAFF) (6.1 ) in the brake system detects a certain temperature measurement of the disc brake caliper, since these are the elements where high measurements are recorded because they are the support element of the friction material (Conductive Element). These disc brake-caliper contact thermal sensors (SCSAFF) (6.1 ) are located in direct contact, fastened by means of screws to the caliper. (See Figures No. 2, 17).

[0208] • End-of-travel sensors in air chambers or actuators (Brake Chamber) (SFSAFF) (4, 4.1, 4.2, 4.3): These are immediate action electronic switches, which open or close a circuit, pulse or contact micro switch type, which warns of the end of travel of the stem (chamber actuator) of the air chamber that is part of the brake system. The end of path sensors (SFSAFF) (4, 4.1, 4.2, 4.3) have the function of transmitting the signal to the controller module (3), also said end of path sensors (SFSAFF) (4, 4.1, 4.2, 4.3) work by showing a signal when they detect the presence of a mechanical movement, these can be normally open (NA) or normally closed (NC), they are installed in the front cover of the camera in a threaded manner, where the cylindrical button is internal (inside the camera) and its connection body is external (outside the camera body). (See Figures No. 1.1, components No. 4, No. 4.1, No. 4.2, No. 4.3).

[0209] The end-of-travel sensors in air chambers or actuators (Brake Chamber) (SFSAFF) (4, 4.1, 4.2, 4.3) detect mechanical failures in the components of the brake system, these are located in each of the wheels (brake elements) of the vehicle, exactly in the air chambers or actuators (Brake Chamber) (See Figures No. 1.1 components No.4, No. 4.1, No. 4.2, No. 4.3).

[0210] These end-of-path sensors (SFSAFF) (4, 4.1, 4.2, 4.3) have the following constructive arrangements and configurations proposed in this application in the air brake system, as follows:

[0211] • Figure No. 4 shows the end of path sensor (SFSAFF) (4, 4.1, 4.2, 4.3), in the air chamber or actuator under a location (4.0.1) which is located on the front cover of the air chambers or actuator (Brake Chamber) or installation cover.

[0212] • Figure No. 4 shows the safety camera in a resting location or position (4.0.2) with the service brake pedal free and the end-of-travel sensor in the air chamber (SFSAFF) (4, 4.1, 4.2, 4.3) deactivated (off).

[0213] • Figure No. 4 shows the pedal brake applied under a location or position (4.0.3) where the end of travel sensor in the air chamber or actuator (SFSAFF) (4, 4.1, 4.2, 4.3) is activated (on), so that the stem disc (chamber driver) has reached its maximum internal travel due to loss of graduation or calibration or due to mechanical damage to the system. • Figure No. 4 shows the simple air chambers or actuators (Brake Chamber) (4.0.4) that are part of the set of elements of the brake system.

[0214] • Figure No.4.1 shows the end-of-travel sensor in the air chamber (SFSAFF) (4, 4.1, 4.2, 4.3) in the disc brake system (4-1).

[0215] • Figure No.4.1 shows the end-of-path sensor in the air chamber (SFSAFF) (4, 4.1, 4.2, 4.3) under a location or position

[0216] (4.1.1 ) in a safety air chamber or actuator (Brake Chamber).

[0217] • Figure No.4.1 shows the end-of-path sensor in the air chamber (SFSAFF) (4, 4.1, 4.2, 4.3) under a location or position

[0218] (4.1.2) in an air chamber in the disc brake system.

[0219] • Figure No.4.2 explains the location and operation (4.2) of the stem at rest and then the location and operation (4.2) with the pedal applied where internally the end of travel sensor in the air chamber (SFSAFF) (4, 4.1, 4.2, 4.3) is observed with its respective location and with its respective activation due to the dynamics of loss of graduation or calibration or due to mechanical damage in the system, where the stem has reached its maximum internal travel and the disc presses the end of travel sensor in the air chamber (SFSAFF) (4, 4.1, 4.2, 4.3) causing it to activate.

[0220] • Figure 4.2 shows a loose service brake pedal at a location or position (4.2.1) where the mark is indicated (distance A (reference value)) and 0 (zero) as a reference value for the distance traveled or the displacement of the stem (chamber actuator) in the rest position. • Figure 4.2 shows a service brake pedal applied, maximum travel, longitudinal travel or maximum displacement of the stem at a location or position (4.2.2) where the mark is indicated (distance B (reference value)) displacement of the stem (chamber actuator) due to the dynamics of loss of graduation or calibration (descalibration, degraduation) or due to mechanical damage to the system (distance C (reference value of the difference between A and B)).

[0221] • Figure No.4.2 illustrates a streak (4.2.3) and its movement dynamics in the two previous positions (4.2.1, 4.2.2).

[0222] • Figure No.4.3 explains the location and installation (4.3) of the end-of-path sensor in the air chamber (SFSAFF) (4, 4.1, 4.2, 4.3).

[0223] • Figure No.4.3 illustrates the top cover (4.3.2) of the air chamber or actuator.

[0224] • Figure No.4.3 illustrates the stem (4.3.3) of the air chamber.

[0225] • Figure No.4.3 illustrates the contact point (4.3.4) of the end-of-travel sensor in the air chamber (SFSAFF) (4, 4.1, 4.2, 4.3) with the stem disc (4.3.3) in the inner part of the chamber.

[0226] These end-of-travel sensors in the air chamber or actuator (Brake Chamber) (SFSAFF) (4, 4.1, 4.2, 4.3) are calibrated and can be fixed on a plastic safety rivet (4.4) and have an operation and functionality which is described below:

[0227] Brake chambers or actuators are the components responsible for transforming pneumatic energy into mechanical energy. One of the elements that compose it is the stem (4.3.3) (chamber driver) which is a disc attached to a rod, is at its final end, has a helical path where the fork that connects the chamber with the brake is threaded (See Figure No. 4.2, 4.2.3, No. 4.5, 4.5.3), the stem moves under the action of pneumatic force, in the internal space of the brake chamber (See Figures No. 4.2 and No. 4.3). The air chamber end-of-travel sensor (SFSAFF) (4, 4.1, 4.2, 4.3) is activated when the stem (4.3.3) reaches its maximum displacement or maximum travel within the air chamber, such that the internal disk touches and presses the sensor button (SFSAFF) (4, 4.1, 4.2, 4.3). (See Figures No. 4, No., No.4.2 and No.4.3).

[0228] As long as the system is optimally graduated or calibrated, the displacement of the stem (4.3.3) will be minimal and will not press the sensor (SFSAFF) (4, 4.1, 4.2, 4.3). During the useful travel of the stem (4.3.3) the system will have an optimal braking force, and will progressively lose graduation causing the stem (4.3.3) to have greater displacement or greater distance of travel in each braking until the point that it reaches its maximum internal travel, exact moment where by contact (4.3.4) the sensor (SFSAFF) (4, 4.1, 4.2, 4.3) is activated and last moment where the braking action will be optimal and subsequently the loss of braking work will gradually begin. (See Figures No.4, 4.2).

[0229] The sensor (SFSAFF) (4, 4.1 , 4.2, 4.3) provides us with the exact information of the maximum displacement of the stem (4.3.3) and warns us of the beginning of the progressive loss of braking work in the element or wheel. Based on the above, one of the main advantages is that they are very reliable and durable. The micro switch type sensors (SFSAFF) (4, 4.1 , 4.2, 4.3) are designed to withstand great wear, which means that they can last for many years without needing to be replaced and at the same time they are very precise, they can be used to detect very small changes in the brake chamber, likewise this sensor (SFSAFF) (4, 4.1 , 4.2, 4.3) is essential in the proposed system of the present invention where precision is crucial. Finally, the calibration and installation of the sensor (4, 4.1, 4.2, 4.3) (SFSAFF), this element (4, 4.1, 4.2, 4.3) (SFSAFF) is attached in a threaded manner to the front part of the air chamber (Brake Chamber. (See Figure No. 4.4).

[0230] To install the end of travel sensor in the air chamber or (Brake Chamber) (4, 4.1, 4.2, 4.3) (SFSAFF) a symmetrical perforation or hole is made with optimal alignment taking into account the free internal mechanical development of the chamber with respect to the stem (See Figure No. 4.3, 4.3.3) (driver), which is made in the front part of the top cover (See Figure No. 4.3, 4.3.2) which is subsequently placed the plastic safety rivet (RPSAFF) and on this the sensor (4, 4.1, 4.2, 4.3) (SFSAFF) is screwed, which is then calibrated with the brake applied and is turned in the adjustment direction until the sensor button (4, 4.1, 4.2, 4.3) (SFSAFF) touches the stem disc (See Figures No. 4, No.4.1, No.4.2 and No.4.3, 4.3.3) the above is done with the rache (See Figure No. 4.5, 4.5.3) completely uncalibrated or ungraduated. Based on the above, the graduation of the end-of-path sensor in the air chamber (4, 4.1, 4.2, 4.3) (SFSAFF) is carried out with the brake engaged, which is turned by screwing or threading it until the push button touches the stem disc (See Figure No. 4.3, 4.3.3) (chamber impeller).

[0231] The plastic safety rivet (4.4) (RPSAFF) is an element with a cylindrical plastic body and a square head that has a helical path in its center, this element is highly fixative with expansive properties and acts as a support for the end-of-travel sensor in the air chamber (SFSAFF) (4, 4.1, 4.2, 4.3). The rivet is assembled and disassembled under pressure, and at the same time it is designed for blind applications that are only accessible from one side of the assembly such as compact and hollow bodies. This element is conceived as a safety system because its function is to allow the movement of the sensor (4, 4.1, 4.2, 4.3) (SFSAFF) which, in case of strong pressure due to poor installation or excessive graduation, prevents damage to its elements. (See Figures No. 4.4, 4.4.2, 4.4.3).The advantages of the plastic rivet are the following: i) They can be placed on the finished and assembled element (even painted), which makes it easier to keep the thread in perfect condition and without the need for subsequent rework, ii) They do not deform the opening of the body to which they are fixed, iii) It is a removable fixing, iv) They are characterized by greater anchorage due to their expansive nature.

[0232] This plastic rivet (RPSAFF) (4.4) where the sensor (4, 4.1, 4.2, 4.3) (SFSAFF) is housed has the following constructive provisions and configurations proposed in this application in the air brake system, as follows:

[0233] • Figure No.4.4 shows the plastic rivet (4.4.1) with a helical path where the sensor (4, 4.1, 4.2, 4.3) is threaded (SFSAFF).

[0234] • Figure No.4.4 shows the plastic rivet (4.4.1) under a location (4.4.2) on the top cover of the air chamber.

[0235] • Figure No.4.4 shows the coupling parts (4.4.3) between the plastic rivet (4.4.1) and the sensor (4, 4.1, 4.2, 4.3) (SFSAFF).

[0236] The Multi-way Connector (7) of the Interface module (MISAFF) (3, 4, 5, 6, 7) that is part of the system proposed in the present application, is a connector that has the purpose of coupling and uncoupling interface modules of trailers or trailers to the proposed system in articulated units, it is used in vehicles that are regularly coupled or uncoupled (trailer or trailers) as is the case with tractor trucks, The trailer interface module is connected and disconnected as needed. (See Figures No. 1, 1.1, No. 3, 3.0.4 and No. 7). Multi-way connector for coupling and uncoupling (MISAFF) (3, 4, 5, 6, 7) in trailers with it (MRSAFF) (2).

[0237] The Multi-way Connector (7) has the following constructive arrangements and configurations proposed in the present application in the air brake system, as follows: • Figure no. 7 shows the multi-way connector (7) by means of a configuration (7.0.1). The connector for the trailer, a linking element, is shown, which is coupled to the fixed base (7.0.2) of the multi-way connector (7).

[0238] • Figure No. 7 shows a fixed base for the trailer (7.0.2), a fixed element, where the Connector (7.0.1) of the Multi-way connector (7) is coupled.

[0239] In the system proposed in the present application, the elements of the brake system (4.5) that interact with the present invention are illustrated as follows:

[0240] • Figure No. 4.5 shows the brake chamber (4.5.1), the stem (4.5.2), the graduation strip (4.5.3), the drum brake cam (4.5.4) and the wheels (4.5.5).

[0241] The SYSTEM DEVICE FOR WARNING AND PREVENTING FAILURES IN THE AIR BRAKE SYSTEM WITH RESPECT TO HIGH TEMPERATURE OR OVERHEATING, LOSS OF GRADUATION OR CALIBRATION AND SUDDEN DAMAGE TO ITS COMPONENTS (SAFF) (1 ) proposed in the present application also called (SAFF) -, is a set of electronic elements that monitor and warn of specific behaviors, detect and indicate to the operators of a vehicle the failures in the air brake system, with respect to high temperature or overheating, loss of graduation or calibration (decalibration) and sudden damage to its components, warns in real time of the failures allowing their immediate correction and thus avoid damage to the vehicle, the operator and other actors that share the same road and environment.This SYSTEM FOR WARNING AND PREVENTING FAILURES IN THE AIR BRAKE SYSTEM WITH RESPECT TO HIGH TEMPERATURE OR OVERHEATING, LOSS OF GRADUATION OR CALIBRATION AND SUDDEN DAMAGE TO ITS COMPONENTS (SAFF) (1) proposed in the present application, also called (SAFF), is composed of a set of electronic components that work in an orderly manner to warn, by means of electrical signals, of specific events in the elements of the air brake system.

[0242] The SYSTEM DEVICE FOR WARNING AND PREVENTING FAILURES IN THE AIR BRAKE SYSTEM WITH RESPECT TO HIGH TEMPERATURE OR OVERHEATING, LOSS OF GRADUATION OR CALIBRATION AND SUDDEN DAMAGE TO ITS COMPONENTS (SAFF) (1) proposed in the present application also called (SAFF) is an electronic surveillance, supervision and warning system in the air brake system, composed of an interface module (MISAFF) made up of a set of sensors (SFSAFF (4)) (SCSAFF (6) (SISAFF (5)) and a controller module (MCSAFF) (3), which indicate the failures by means of signals regarding high temperature or overheating, loss of graduation or calibration (decalibration) and sudden mechanical damage to its components, this interface module (MISAFF) which sends the signals (information) to a regulator module (feeder, connector,computer) (2) (MRSAFF) and this in turn forwards to a monitor (1) (MDSAFF) of witnesses in cabin which is located in the visual field of the operator. The purpose of the proposed system of the present application is to: a) warn the operator of damages and failures in real time, showing location and nature independently clear and punctually visually and audibly of thermal and mechanical events (failures) and thus avoid accidents (injuries and loss of lives), damage to the unit and its environment, b) allow the connection and transmission of warning signals for interested third parties, real-time warnings of damages and failures of thermal and mechanical events, by means of our ports for communication with telemetry equipment (8) bluetooth and wifi.,

[0243] Depending on the different failures or damages, the SYSTEM FOR WARNING AND PREVENTING FAILURES IN THE AIR BRAKE SYSTEM WITH RESPECT TO HIGH TEMPERATURE OR OVERHEATING, LOSS OF GRADUATION OR CALIBRATION AND SUDDEN DAMAGE TO ITS COMPONENTS (SAFF) (1) proposed in this application, interacts with its different elements to detect the different failures and damages that occur in vehicles with an air brake system, for which the following is described:

[0244] • Loss of Graduation: The air brake system is subjected to constant wear, this happens due to certain hours of work or kilometers traveled (braking work or brake use) (dynamics of loss of graduation or calibration (desgraduation, decalibration)), therefore, it is necessary to regraduate or recalibrate to correct the gaps that remain between the bell or drum and the braking block or band, the brake pad and the brake disc. The braking work begins to be lost at the moment in which the stem (See Figure No. 4.3, 4.3.3) (chamber driver) reaches its maximum travel or maximum trajectory in the air chamber, at that moment the end of travel sensor in the air chamber or (Brake Chamber) (4, 4.1, 4.2, 4.3) (SFSAFF) is activated by contact and sends the signal to the controller module (MCSAFF) and this in turn sends it to the connector regulator module (2) (MRSAFF) and this sends it to the monitor (MDSAFF) in the cabin showing the operator the fault that is occurring, its nature and its exact location (wheel) and all this in real time. Its operation is in normal work or standby, it is activated when the service brake is applied. The end of travel sensor in the air chamber or actuator (Brake Chamber) (4, 4.1, 4.2, 4.3) (SFSAFF) is activated by contact with the stem disc (4.3.3) (chamber driver), when it reaches the end of its travel, it presses or pulses it, activating it and allowing the electrical signal to pass. (See Figure No.1 .1 and No.4).

[0245] The brake chamber end-of-travel sensor (SFSAFF) (4, 4.1, 4.2, 4.3) is installed in the front part of the chamber or top cover (4.3.2) by means of its location, so that the push-button body is on the inside or inner part and the connection body is on the outside. (See Figures No. 4, No. 4.1, No. 4.2, No. 4.3, No. 4.4).

[0246] In the proposed system of this application, it warns in time of the maximum trajectory (end of travel) of the rod in the air chamber (Brake Chamber) by means of the end of route sensor (4, 4.1, 4.2, 4.3) (SFSAFF) alerting the operator that he must stop to graduate or calibrate as soon as possible, since its maximum development has been reached, moment in which the set of brake elements of a wheel performs its work optimally for the last time. The objective of the system with respect to the loss of graduation or calibration (decalibration) is to maintain and verify the good functioning of the elements of the system and warn of the maximum acceptable tolerances.

[0247] • Sudden mechanical damage: ruptures, fractures, cracks, wear, collapse, tearing of the brake elements that occur suddenly or unexpectedly, without the damage being expected or detected in advance. This phenomenon occurs when the useful working life of a part is reached. This occurs due to overloading or stress, or when the brake elements of a wheel do not work. This failure is transmitted to the other wheels, subjecting them to additional pressure or fatigue in the materials. These causes, which are included within sudden mechanical damage, are not currently analyzed by any system. Sudden mechanical damage also refers to ruptures, fractures, cracks, wear, collapses, tears of the elements that make up the air brake system.

[0248] The proposed system warns in time of the maximum trajectory of the stem (4.3.3) of the air chamber (Brake Chamber) by means of a sensor (SFSAFF), alerting the operator that he must stop to check or inspect, a fact that will reveal and warn of damages and compromised elements that cause the sensor (SFSAFF) to activate due to loss of graduation or calibration (decalibration) or sudden damage (mechanical damage) (4, 4.1, 4.2, 4.3) (SFSAFF).

[0249] Also the proposed system of the present application indicates and warns of the failure immediately, in order to stop the vehicle as soon as possible and allow subsequent inspection, correction or repair. By means of the end of travel sensor in the air chamber or (Brake Chamber) (4, 4.1, 4.2, 4.3) (SFSAFF) that warns us of the loss of graduation or calibration, since in the event of sudden mechanical damage to any component in the brake system it will cause the mechanical force of the chamber to go to vacuum (maximum displacement of the rod or end of travel of the rod) allowing the contact sensor (4, 4.1, 4.2, 4.3) (SFSAFF) to be activated, alerting the failure or damage and its specific location.

[0250] For this phenomenon of sudden mechanical damage, the functionality of the sensor (4, 4.1, 4.2, 4.3) (SFSAFF) is exposed when it is activated by contact with the stem disc (4.3.3) (chamber driver) that when it reaches the end of its travel inside the chamber, it presses or pulses it, activating it and allowing the electrical signal. The end of travel sensor in the air chamber or (Brake Chamber) (4, 4.1, 4.2, 4.3) (SFSAFF) through its location is installed in the front part of the chamber or upper cover (4.3.2) so that the push button body is inside or inside and the connection body is on its outside (See Figures No. 4, No. 4.1, No. 4.2, No. 4.3, No. 4.4), also, its operation in normal work or standby, is activated when the service brake is applied. It is important to note that WHEN THE GRADUATION (CALIBRATION) IS LOST OR THERE IS SUDDEN MECHANICAL DAMAGE, THE TEMPERATURE INCREASES!

[0251] • High temperature or overheating: This phenomenon occurs due to damage to the system, where the loss of elements causes the work overload on the other functional elements (wheel brake elements), due to uneven graduation, improper handling by the operator, due to external damage to the axle components, such as loose bolts, damage to bearings, broken rims or damage to tires, which due to their proximity transmit high temperatures through conduction and radiation to the brake system, negatively altering the effectiveness of the braking work. Functionally, the brake system warns us of a single temperature measurement, this is the maximum acceptable temperature in said system and is configured with pre-indicated values.

[0252] In the proposed system of the present application, the measure is configured, the SYSTEM FOR WARNING AND PREVENTING FAILURES IN THE AIR BRAKE SYSTEM WITH RESPECT TO HIGH TEMPERATURE OR OVERHEATING, LOSS OF GRADUATION OR CALIBRATION AND SUDDEN DAMAGE TO ITS COMPONENTS (1) proposed in the present application, also called (SAFF), warns of the maximum pre-indicated temperature acceptable for operation, for example: the proposed system of the present application can be configured to indicate when the elements reach 200 degrees Celsius, thus avoiding the fading effect (loss of effectiveness in the brake system due to heating of its components).

[0253] The proposed system aims to give the operator the option of allowing the temperature to be regulated in a timely manner, giving the system elements time to recover.

[0254] Likewise, the proposed system of the present application is configurable with respect to the temperature by means of infrared sensors (SISAFF) (5, 5.1): by means of programming logic, and by means of thermal sensors: placing the sensor of the magnitude in predetermined degrees, since these are of a single measure. These two sensors work independently, but the signal from the Interface to the monitor (MDSAFF) is a single one with respect to the high temperature or overheating, the sensor that first detects the pre-indicated measure sends the signal, many times both simultaneously, but a single signal will arrive at the Display monitor (MDSAFF) of the warning, it is necessary to take into account the extreme condition of the environment in which many vehicles such as trucks or yellow machinery operate due to particulate or polluting materials it is necessary to have backup options.

[0255] Based on all the above, it can be explained by an example: The system proposed in this application needs to warn when the wheel brake components reach 200 °C centigrade, in this specific case the controller module (3) will warn us by means of an electrical signal when this measurement is reached. In this same case, the system proposed in this application is configured with a thermal sensor (SCSAFF) (6) of 200°C degrees Celsius (NA) normally open or (NC) normally closed, and a sensor (SISAFF) (5) which is governed by the controller module and by logic and programming language warns of this pre-indicated measure within the variable, where these sensors when reaching 200°C degrees Celsius will send the electrical signal to the controller module (3) which will process it and forward it to the connector regulator module (MRSAFF) (2) and this to the Display Monitor (MDSAFF) (1.2, 1.3, 1.4) in the cabin.

[0256] In the system proposed in this application, the dissipation capacity and comfort of the brakes are monitored, as it provides real-time warning of the maximum acceptable temperature level, preventing excess and buildup. Regarding temperature, the system proposed in this application allows us to configure the required measurement precisely.

[0257] In the physical phenomenon of temperature the system notifies us of the pre-indicated magnitude or measure, for example, a system is configured to warn us when the elements reach 200 ° C degrees Celsius, after this temperature the grip on the components begins to be lost, drum block or disc pad, the tendency is for the temperature to increase gradually worsening the effectiveness of the system. Our proposed system in this application seeks to give the operator the option of allowing the temperature to be regulated in time, giving recovery space to the elements of the brake system, therefore, there are two measurement models due to the extreme conditions of environments, in this conformation infrared sensors (SISAFF) (5, 5.1) are used, these notify us when the element reaches the pre-indicated temperature and, on the other hand, there are contact thermal sensors (SCSAFF) (6, 6.1 ), these are specific elements and they indicate the only temperature for which they were designed and are configured according to the magnitude or measurement pre-indicated according to the requirements.

[0258] In case of failure or damage to the proposed system with respect to temperature, graduation or sudden damage, the sensors send the signal to the microcontroller (3.0.2), this processes the signal and sends it to the connector regulator module (MRSAFF) (2) and this in turn forwards it to the Display Monitor (MDSAFF) (1.2, 1.3, 1.4) in the cabin, warning and advising the operator in real time, enabling immediate correction or repair. Additionally, it allows the connection and transmission of these warnings to telemetry systems (8), Bluetooth and Wi-Fi thanks to its communication ports.

[0259] SYSTEM FOR WARNING AND PREVENTING FAILURES IN THE AIR BRAKE SYSTEM WITH RESPECT TO HIGH TEMPERATURE OR OVERHEATING, LOSS OF GRADUATION OR CALIBRATION AND SUDDEN DAMAGE TO ITS COMPONENTS (SAFF) (1) proposed in this application installed in a 4-wheel truck where we will now present four hypothetical and illustrative scenarios with respect to this constructive arrangement or configuration, as follows:

[0260] Table No. 1

[0261] In this vehicle or truck type automotive unit a Display Monitor (MDSAFF) (1 .2, 1 .3, 1 .4) is used, configured for four wheels, in which four boxes will appear in this element assimilating the position of each of the wheels of the vehicle (truck), in each box there will be a division, which will show the letter that will symbolize the temperature events (overheating (fading effect)) for this example the letter (T), and the letter that will symbolize the mechanical events (loss of graduation or calibration or mechanical damage) for this example the letter (G). (See Figures No 1 .2, 1 .3, 1 .4).

[0262] The Monitor Display (MDSAFF) (1.2, 1.3, 1.4) shows the exact location of the fault with respect to the wheel where the event occurs, listing the axles, in a precise and punctual manner, marking the right side for this example with the letter (D) and the left side for this example with the letter (I) (See figure No. 1.2, 1.3) providing as a reference point in a practical and descriptive manner, it is illustrated as follows:

[0263] • Wheels of the first axle or front wheels for this example with the number one (1).

[0264] • Second axle wheels or drive wheels for this example with number two (2).

[0265] • Right wheels for this example with the letter (D).

[0266] • Left wheels for this example with the letter (I).

[0267] First (1) State:

[0268] • It is observed that the truck with (2) two axles with four (4) wheels, loaded in normal work, moving on a track in a linear manner.

[0269] • In this state, the four (4) wheels are optimally calibrated or graded in their brake system elements.

[0270] • Each wheel performs 25% of braking work, in this case we have four (4) calibrated or graduated wheels with 100% effectiveness.

[0271] • With an approximate temperature of 100°C degrees Celsius in normal operation.

[0272] • The vehicle is traveling at a speed of 70 kilometers per hour and will need a free distance of approximately 50 meters to stop.

[0273] In this case, the proposed system of the present invention will not show any failure at the time of braking work.

[0274] Second (2) State:

[0275] • The (2) two-axle truck with four (4) wheels is observed loaded in a normal job, moving on a track in a linear manner. • In this state we have three (3) calibrated or graduated wheels and we have lost 1 element of the braking system. One wheel has lost its graduation.

[0276] • We lost the braking work on wheel number 1 or right steering wheel due to loss of calibration or graduation, losing 25% of effectiveness where the mechanical force on this element goes into a vacuum.

[0277] • Each wheel performs 25% of the braking work; in this case, we have three graduated wheels with 75% effectiveness.

[0278] • The temperature increased to approximately 190°C in the elements (functional wheel braking components) due to work overload due to the loss of an element (damaged or faulty wheel element).

[0279] • The vehicle is traveling at a speed of 70 kilometers per hour, where the distance has been increased and it will now need approximately 70 meters of free space to stop.

[0280] In this case, the system proposed in this application will alert by illustrating the following:

[0281] • The upper right witness will flash where the letter G appears for loss of graduation, calibration or mechanical damage, at the same time, an intermittent alarm will sound until the respective fault has been corrected.

[0282] Third (3) State:

[0283] • It is observed that the two (2) axle truck with four (4) wheels loaded, in normal work, moving on a track in a linear manner.

[0284] • In this state we have two (2) calibrated or graduated wheels and we lost 2 elements of the brake system. One wheel lost graduation and another tube fractured bell (mechanical damage).

[0285] • Loss of braking force on wheel number 1 or the right steer wheel due to loss of graduation or calibration, resulting in a 25% loss of effectiveness, where the mechanical force of the chamber in this element is lost. • Loss of braking force on wheel number 2 or the left drive wheel due to a fracture of the bell (mechanical damage), resulting in a 25% loss of effectiveness, where the mechanical force of the chamber in this element is lost.

[0286] • Each wheel performs 25% of braking work, in this case we have two (2) graduated wheels with less than 50% effectiveness due to the additional increase in temperature.

[0287] • The temperature increased to more than approximately 300 °C degrees Celsius.

[0288] • The vehicle is traveling at a speed of 70 kilometers per hour, where the distance has been increased and it will now need approximately 1.10 meters of free space to stop.

[0289] In this case, the system proposed in this application will alert, illustrating the following:

[0290] • The upper right witness will flash where the letter G appears for loss of graduation or calibration (decalibration) or sudden damage and an intermittent alarm will sound until the fault has been corrected.

[0291] • The lower left indicator light will flash where the letter G appears indicating loss of graduation or calibration (decalibration) or sudden mechanical damage and an intermittent alarm will sound until the fault has been corrected.

[0292] • The upper left indicator light flashes where the letter T appears for temperature (overheating) due to work overload, the element exceeds 200 °C centigrade and at the same time an intermittent alarm will sound until the fault has been corrected.

[0293] • The lower right indicator light flashes where the letter T for temperature (overheating) appears due to work overload, the element exceeds 200 °C centigrade and an intermittent alarm will sound until the fault has been corrected.

[0294] Fourth (4) State:

[0295] • It is observed that the two (2) axle truck with four (4) wheels, loaded in normal work, moving on a track in a linear manner. • In this case we have a graduated wheel and “we lost three elements of the brake system”. One wheel lost graduation, another fractured the bell (brake drum) and another novelty occurred corresponding to the fact that there was a rupture of the gusset.

[0296] • Loss of braking work on wheel number 1 or right steering wheel due to loss of graduation (loss of graduation or calibration (decalibration) losing 25% of effectiveness where the mechanical force of the chamber in this element goes into a vacuum.

[0297] • Loss of braking force on wheel number 2 or the left drive wheel due to a fracture of the brake drum, resulting in a 25% loss of effectiveness where the mechanical force of the chamber in this element is lost.

[0298] • Loss of braking work of wheel number 2 or right drive wheel due to slack adjuster breaking (See Figure No. 10) losing 25% of effectiveness where the mechanical force of the chamber in this element goes into a vacuum.

[0299] • Each wheel performs 25% of the braking work; in this case, we have a graduated wheel with less than 25% effectiveness due to the additional increase in temperature.

[0300] • The temperature increased to more than approximately 500 °C degrees Celsius.

[0301] • The vehicle is traveling at a speed of 70 kilometers per hour, where the distance has been increased and it will now need approximately 200 meters of free space to stop.

[0302] In this case, the system proposed in this application will alert, illustrating the following:

[0303] • The upper right witness understands the flashing light where the letter G appears indicates loss of graduation (calibration) or sudden damage and at the same time an intermittent alarm will sound until the fault has been corrected.

[0304] • The lower left warning light indicates a flashing light with the letter G indicating loss of calibration or mechanical damage, and at the same time an intermittent alarm will sound until the fault has been corrected. • The lower right warning light indicates a flashing light with the letter G indicating loss of calibration or mechanical damage, and at the same time an intermittent alarm will sound until the fault has been corrected.

[0305] • The upper left indicator light will flash where the letter T for temperature (overheating) appears due to work overload, the element exceeded 200 °C centigrade and at the same time an intermittent alarm will sound until the fault has been corrected.

[0306] Events are configured in multiple ways in different scenarios. A table of events similar to Table 1 and the events described above shows that the temperature may increase independently in each of the components due to the fracture or rupture of the elements that make up the braking system.

[0307] In a similar scenario, adding factors such as a downhill road or a slope lasting several kilometers, the increase in temperature and braking distance must be taken into account, since this is the most demanding scenario and has the highest accident rate.

[0308] METHOD OF ASSEMBLY, CONFIGURATION AND INSTALLATION OF THE AIR BRAKE SYSTEM FAILURE WARNING AND PREVENTION SYSTEM (1) OF THIS APPLICATION ALSO CALLED (SAFF)

[0309] Next, we will analyze and describe using an example the WARNING DEVICE AND FAILURE PREVENTION SYSTEM IN THE

[0310] AIR BRAKE SYSTEM WITH RESPECT TO HIGH TEMPERATURE OR OVERHEATING, LOSS OF GRADUATION OR CALIBRATION AND SUDDEN DAMAGE TO ITS COMPONENTS (SAFF) (1 ) proposed in the present application operating on a two-axle truck with four wheels.

[0311] The SYSTEM FOR WARNING AND PREVENTING FAILURES IN THE AIR BRAKE SYSTEM WITH RESPECT TO HIGH TEMPERATURE OR OVERHEATING, LOSS OF GRADUATION OR CALIBRATION AND SUDDEN DAMAGE TO ITS COMPONENTS (SAFF) (1 ) proposed in this application is mainly composed of three elements, which are: a Display Monitor (MDSAFF) (1.2, 1.3, 1.4), a Connector Regulator Module (MRSAFF) (2) and an Interface Module (MISAFF) (3, 4, 5, 6) Which in an air brake assembly comprises the following stages: a) For this vehicle we supply:

[0312] • A Display Monitor (MDSAFF) (1.2, 1.3, 1.4) which we configure so that the icons or indicators are equivalent and assimilate the independent position of the four wheels. (See Figure No. 1.4).

[0313] • We supply a connector regulator module (MRSAFF) (2). (See Figures No. 1 .1 , Component 2 and No.2).

[0314] • We supply an interface module (MISAFF) (3, 4, 5, 6) consisting of:

[0315] • We supply a controller module (3)

[0316] • We supply end-of-line sensors (SFSAFF) (4, 4.1, 4.2, 4.3) with their plastic safety rivet inserts (4.4) (RPSAFF). (See Figures No. 1.1, Component 4, No. 4, No. 4.1, No. 4.2, No. 4.3, and No. 4.4)

[0317] • We supply infrared sensors (5) (SISAFF) (See Figure No. 1.1, Component 5, No. 5).

[0318] • We supply contact thermal sensors (6) (SCSAFF) of 200 °C degrees Celsius as per the example. (See Figures No.1 .1 , Component 6).

[0319] B) The Monitor Display (MDSAFF) (1.2, 1.3, 1.4): A Monitor Display (MDSAFF) (1.2, 1.3, 1.4) is installed on the dashboard in the operator's field of vision. This element is located where it does not obstruct the view of the dashboard elements or interfere with the operator's front view (See Figure No. 1.4, 1.4.1). In this example, we have a four-wheel truck. We configure the Monitor Display (MDSAFF) (1.2, 1.3, 1.4) so ​​that the location of the wheels is equivalent to the position of the icons or witnesses Monitor Display (MDSAFF) (1.2, 1.3, 1.4). This is done in the Regulator Module connector (MRSAFF) (2) (See Figure No. 1.4).

[0320] C) The connector regulator module (MRSAFF) (2): A connector module is installed, (See Figures No 1.1, Component 2, No.2) said element to the structure in the lower part under the cabin, which is a strategic place to receive the wiring of the Interface Module (MISAFF) (3, 4, 5, 6, 7) and receive the cable from the Display Monitor (MDSAFF) (1 .2, 1 .3, 1 .4) and the battery (See Figure No 1 .1, Component 2), for which a hole is opened in the front part of the cabin floor in its lower part, where the line of the truck's electrical components enter the dashboard, subsequently the cable is passed through and the Display Monitor (MDSAFF) (1 .2, 1 .3, 1 .4) is connected to the connector regulator module (MRSAFF) (2) using a connector cable.

[0321] D) A controller module (MCSAFF) (3) From the Interface Module (MISAFF) (3, 4, 5, 6, 7): The controller module (MCSAFF) (3) is installed, said element is fixed to the structure of the truck attached to the chassis (spars) or the bridges, optimal location for the recession of the wiring of the sensors which are located on the four wheels.

[0322] The connection is made between the controller module (MCSAFF) (3) and the Interface Module (MISAFF) (3, 4, 5, 6, 7) by means of a connector cable to the connector Regulator Module (MRSAFF) (2) (See Figures No. 3, 3.0.1, 3.0.3). The controller module (3) has lines to connect the sensors (SFSAFF) (4), (SCSAFF) (6), (SISAFF) (6) (Figures No. 3, 3.0.2).

[0323] E) The end of journey sensors (4, 4.1, 4.2, 4.3) (SFSAFF) are installed taking into account the predetermined measurement and location where the upper cover (4.3.2) of the chamber is pierced (See Figure No. 4.3) and the plastic safety rivet (4.4) (RPSAFF) is inserted under pressure (See Figures No. 4.3 and No. 4.4) then the end of journey sensor (4, 4.1, 4.2, 4.3) (SFSAFF) is placed, which must be screwed into the rivet (4.4) and calibrated having the stretches calibrated and the brake pedal applied, it is turned in the adjustment direction until the button of the end of journey sensor (4, 4.1, 4.2, 4.3) (SFSAFF) touches the stem disc (4.3.3), (See Figures No.4, No. 4.1, No. 4.2, No. 4.3), where their cables must be attached to the axle elements and rise to the chassis parallel to the air hoses of the chambers or actuators (Brake Chamber) where their installation is loose to allow the dynamic movement of the vehicle's traction and suspension system.The sensor is connected to the Controller Module (MCSAFF) (3).

[0324] F) Thermal contact sensors in shoe (6) (SCSAFF): This element is fastened with screws to the shoe (See Figure No. 6, 6.0.1, 6.0.2), which is fixed so that there is direct contact between the sensor (6) and the shoe, its connection line must be fastened to the axles, it must go up to the chassis parallel to the air hoses of the air chambers or actuators (Brake Chamber) where its installation is loose to allow the dynamics of movement of the vehicle's traction and suspension system. The sensor is connected to the controller module (3) of the Interface Module (MISAFF) (3, 4, 5, 6).

[0325] G) The infrared temperature sensor (5) (SISAFF): This infrared temperature sensor (5) (SISAFF) is fixed to the anchor support (See Figure No. 5), this supports it and at the same time allows to calibrate its distance between it and the bell flange, exact point to measure, its cables must be fastened to the elements of the axis and go up to the chassis parallel to the air hoses of the chambers or actuators (Brake Chamber) where its installation is loose to allow the dynamics of the movement of the traction and suspension system of the vehicle. The sensor is connected to the controller module (MCSAFF) of the Interface Module (MISAFF) (3, 4, 5, 6). GLOSSARY

[0326] 1. Air Chamber or (Brake Chamber): These are the components that make up the braking system, as they are responsible for transforming pneumatic energy into mechanical energy, which is transmitted to the friction elements to perform the braking function. This safety element has a compressed spring in its rear body, which is released in the event of a loss of air pressure, performing the emergency braking function. There are two types of air chambers or (Brake Chambers):

[0327] • Single air chamber: This chamber consists of a single body and works with the service brake.

[0328] • Safety camera: This camera consists of two bodies, one for the service brake and the other for the parking or safety brake.

[0329] 2. Brake Rache (Zack adjuster): It is a component that is part of the braking system, which corrects the vacuum created between the friction elements caused by wear generated by normal use.

[0330] 3. Bell or Drum (Drum Brake): It is a rotating cylindrical element located and assembled in the tires and / or rims of a vehicle, this element is responsible for receiving and opposing the friction elements (braking bands or blocks), this element also has the function of dissipating the heat produced by the same friction.

[0331] 4. Air Brake Shoes: This is a component responsible for receiving or supporting the friction elements (braking band or block), elements that receive the mechanical force from the chambers or actuators (Brake Chamber), which expand within the bell or drum, causing movement moderation through friction. 5. Brake Caliper: This is a component that protects the brake pads and pistons, which is used in the braking system.

[0332] 6. Brake Pad: This is a friction component supported by a steel plate. This component is responsible for braking in the disc brake system.

[0333] 7. Brake Lining: This is an element made of abrasive friction material, which is part of the drum brake system. This element, through mechanical pressure, is responsible for moderating and stopping the drum or bell.

[0334] 8. Brake Cam: This is a steel component responsible for transmitting the force generated by the chambers or actuators (Brake Chamber) to the brake shoes. This component rotates and is supported by bushings.

[0335] 9. Brake Discs (Rotor): This is a friction-type component attached to the vehicle's axle. This component is responsible for braking in the disc braking system.

[0336] 10. Brake Rollers (Cam Roller): It is a cylindrical component made of steel, which allows the dynamic or expansive movement of the shoe.

[0337] 11. Brake Bushings: These are cylindrical components that support rotation on axles, where these components are characterized by supporting the rotation systems in the air brake system.

[0338] 12. Brake Spring (Return Spring): It is a metallic component with a helical body, with hooks at its ends, they have elastic properties to release their energy without deforming and return to their initial state. These components return to their initial state after performing the braking work. Brake Warning System (SAFF): The warning and prevention system of failures in the air brake system when conditions of high temperature or overheating, loss of graduation or calibration (decalibration) and sudden damage occur. This system has several components such as: A digital display, a connector regulator module, an interface module composed of a microcontroller board, a group of end-of-travel sensors, infrared sensors, and finally, it has several contact thermal sensors. MDSAFF: Display monitor of the proposed system. MRSAFF: Connector regulator module of the proposed system.MISAFF: Interface module of the proposed system. MCSAFF: Controller module of the proposed system. SISAFF: Infrared sensors of the proposed system. SCSAFF: Thermal contact sensors of the proposed system. SFSAFF: End-of-line sensors in the air chamber of the proposed system. RPSAFF: Plastic safety rivet for the air chamber of the proposed system.

Claims

MODIFIED CLAIMS received by the International Bureau on April 29, 2025 (04 / 29 / 2025) Claim 1 WARNING AND FAILURE PREVENTION DEVICE SYSTEM IN THE AIR BRAKE SYSTEM WITH RESPECT TO HIGH TEMPERATURE OR OVERHEATING, LOSS OF GRADUATION OR CALIBRATION AND SUDDEN DAMAGE TO ITS COMPONENTS (SAFF) (1) characterized in that it comprises: > A DISPLAY MONITOR (MDSAFF) (1.2, 1.3, 1.4) is an electronic device, which has intermittent visual and audible warnings, which indicates and warns of damage and failures with respect to the relationship of thermal events and mechanical events in the components of the air brake system, which warns in real time, in a characterized manner, which allows integration into communication systems, telemetry (8), wifi, bluetooth. > A CONNECTOR REGULATOR MODULE (MRSAFF) (2) electronic device that powers, regulates and orders the proposed system. > MI INTERFACE MODULES (3, 4, 5, 6, 7) is a set of electronic elements that work in a coordinated manner to detect and respond to defined physical events of the relationship in the mechanical and temperature variables of the operating environment of the air brake system. It is composed of: Controller module (MCSAFF) (3). Infrared Temperature Sensors (SISAFF) (5). Contact Thermal Sensors (SCSAFF) (6). Air Chamber End-of-Line Sensors (brake chamber) (SFSAFF) (4). Multi-way connector (7). That the proposed system as a whole is characterized by detecting and communicating the following damages or failures within the relationship of the variables (mechanical and temperature) that intervene in the air brake system: • Fading effect Overheating in the system. • Loss of graduation or calibration. • Damage to the air chambers or actuators (Brake Chamber). • Broken bells (Drum Brake). • Damage to brake shoes (Air Brake Shoes). • Caliper and cracked or worn discs (Caliper)(Rotor). • Damaged or fractured slacks (Slack adjuster). • Loss of brake block, band or brake pads (Brake Lining) (Brake pad). • Changing wheels (Cam Roller). • Broken or worn cams (Camshatf Brake). • Failures in the return dynamics due to deterioration of the springs (Return spring) and deterioration of the rotation support elements (bushings) (Brake Bushings). • Ruptures and detachments in structural elements of the system. ii. Claim 2 From claim 1, where the DISPLAY MONITOR (MDSAFF) is an electronic warning device that reports, in real time, faults or damages in the relationship between the mechanical and temperature variables acting on the air brake system. The monitor presents the information in a characterized manner, showing the exact location and nature of the fault; therefore, it warns of the following damages or faults in the air brake system: • Fading effect Overheating in the system. • Loss of graduation or calibration. • Damage to the air chambers or actuators (Brake Chamber). • Broken bells (Drum Brake). • Damage to brake shoes (Air Brake Shoes). • Caliper and cracked or worn discs (Caliper)(Rotor). • Damaged or fractured slacks (Slack adjuster). • Loss of brake block, band or brake pads (Brake Lining) (Brake pad). • Changing wheels (Cam Roller). • Broken or worn cams (Camshatf Brake). • Failures in the return dynamics due to deterioration of the springs (Return spring) and deterioration of the rotation support elements (bushings) (Brake Bushings). • Ruptures and detachments in structural elements of the system. That it has witnesses (graphic symbols, lights) and sounds (alarm), both intermittent, which show the fault in a location equivalent to each of the vehicle's wheels, which is located in the operator's field of vision in the cabin. That the monitor is powered and receives information sent by the connector regulator module (MRSAFF) by means of cables with connectors, which has ports for connection, which through these ports allows integration into communication systems, telemetry (8), wifi, bluetooth to warn of faults and damages remotely, which is for universal use configurable for all vehicles according to the number of axles or wheels. iii. Claim 3 Of claim 1, where THE INTERFACE MODULE (MISAFF) (3, 4, 5, 6, 7) monitors the system, taking into account the relationship of the mechanical and temperature variables, therefore, it detects, interprets and communicates the following events: • Fading effect Overheating in the system. • Loss of graduation or calibration. • Damage to the air chambers or actuators (Brake Chamber). • Broken bells (Drum Brake). • Damage to brake shoes (Air Brake Shoes). • Caliper and cracked or worn discs (Caliper)(Rotor). • Damaged or fractured slacks (Slack adjuster). • Loss of brake block, band or brake pads (Brake Lining) (Brake pad). • Changing wheels (Cam Roller). • Broken or worn cams (Camshatf Brake). • Failures in the return dynamics due to deterioration of the springs (Return spring) and deterioration of the rotation support elements (bushings) (Brake Bushings). • Ruptures and detachments in structural elements of the system. Which is composed of Infrared Temperature Sensors (SISAFF) (5), Contact Thermal Sensors (SCSAFF) (6), Air Chamber End-of-Line Sensors (brake chamber) (SFSAFF) (4), which are governed by the controller module (MCSAFF) (3). That the controller modules are located in the structure of the vehicle, and the sensors in the components of the brake system of each of the wheels. That the sensors, through the controller module, indicate specific magnitudes and signals (information), which are configurable. That the controller module (MCSAFF) is powered by the connector regulator module (MRSAFF) and the controller module (MCSAFF) in turn provides and powers the sensors (SFSAFF) (4), (SCSAFF) (6), (SISAFF) (5). That the interface module has a multi-way connector (7) to couple and uncouple in the case of use in trailers or trailers. That its use is universal for vehicles in general, trailers and trailers. iv. Claim 4 Of claim 1 and claim 4, where the Infrared Temperature Sensors (SISAFF) (5) monitor the drum brake system, bell and disc brake system and that within the relationship of the variables (mechanical and temperature) they detect the following faults in the air brake system: • Fading effect Overheating in the system. • Loss of graduation or calibration. • Damage to the air chambers or actuators (Brake Chamber). • Broken bells (Drum Brake). • Damage to brake shoes (Air Brake Shoes). • Caliper and cracked or worn discs (Caliper)(Rotor). • Damaged or fractured slacks (Slack adjuster). • Loss of brake block, band or brake pads (Brake Lining) (Brake pad). • Changing wheels (Cam Roller). • Broken or worn cams (Camshatf Brake). • Failures in the return dynamics due to deterioration of the springs (Return spring) and deterioration of the rotation support elements (bushings) (Brake Bushings). • Ruptures and detachments in structural elements of the system. are located in the direct visual field of the bells or drum and installed on a support, that the infrared temperature sensors in the disc brake system (SISAFF) (5.1) are located in the direct visual field of the disc installed on a support. Which send the information to the CONTROLLER MODULE (MCSAFF) (3) and this sends it to the connector regulator module and this in turn to the monitor in the cabin. Which are connected by means of cable and connectors to the CONTROLLER MODULE (MCSAFF), this provides and feeds and in turn receives the information from the sensor. v. Claim 5 Of claim 1 and claim 4 where the thermal contact sensors (SCSAFF) (6) operate by thermal conduction through direct contact, which monitor the drum or bell brake system and disc brake system and that within the relationship of the variables (mechanical and temperature) detect and report by means of signals the following faults in the air brake system: • Fading effect Overheating in the system. • Loss of graduation or calibration. • Damage to the air chambers or actuators (Brake Chamber). • Broken bells (Drum Brake). • Damage to brake shoes (Air Brake Shoes). • Caliper and cracked or worn discs (Caliper)(Rotor). • Damaged or fractured slacks (Slack adjuster). • Loss of brake block, band or brake pads (Brake Lining) (Brake pad). • Changing wheels (Cam Roller). • Broken or worn cams (Camshatf Brake). • Failures in the return dynamics due to deterioration of the springs (Return spring) and deterioration of the rotation support elements (bushings) (Brake Bushings). • Ruptures and detachments in structural elements of the system. That in the drum-shoe brake assembly they are in direct contact with the shoes, that the thermal contact sensors (SCSAFF) (6.1) in the disc brake system are located in direct contact with the caliper. That the sensors (SCSAFF) send the information to the CONTROLLER MODULE (MCSAFF) and this sends it to the connector regulator module and this in turn to the monitor in the cabin. That they are connected by means of cables and connectors to the CONTROLLER MODULE (MCSAFF). This provides, feeds and receives the information (signals) from the sensor. vi. Claim 6 Of claim 1 and claim 4, wherein the end-of-travel sensors warn of the loss of mechanical force and the start of loss of braking work in the air brake system. Which are electromechanical contact microswitches, which are activated by mechanical force and are installed in the front cover of the air chamber or actuator (Brake Chamber) (4, 4.1, 4.2, 4.3), which are activated by contact with the stem plate when it reaches the limit or maximum internal mechanical development or end of travel within the chamber. (chamber brake). The end-of-travel sensor detects and reports the following brake system failures via signals: • Loss of graduation or calibration. • Damage to the air chambers or actuators (Brake Chamber). • Broken bells (Drum Brake). • Damage to brake shoes (Air Brake Shoes). • Caliper and cracked or worn discs (Caliper)(Rotor). • Damaged or fractured slacks (Slack adjuster). • Loss of brake block, band or brake pads (Brake Lining) (Brake pad). • Changing wheels (Cam Roller). • Broken or worn cams (Camshatf Brake). • Failures in the return dynamics due to deterioration of the springs (Return spring) and deterioration of the rotation support elements (bushings) (Brake Bushings). • Ruptures and detachments in structural elements of the system. Which are calibratable. Which send the information to the CONTROLLER MODULE (MCSAFF) and this sends it to the connector regulator module and this in turn to the monitor in the cabin. Which are connected by means of cable and connectors to the CONTROLLER MODULE (MCSAFF) where it provides the electrical signals and receives the information (signals) from the sensor. vii. Claim 7 characterized in that it comprises a plastic safety rivet (4.4) (RPSAFF) for air brake chambers or (Brake Chamber), which allows a fixing and security system for the sensor (SFSAFF) (4) in the air chamber or actuator, which is an element of symmetrical shape with flexible and expansive characteristics with a body and head provided, which has a helical path in its center, which is mounted and disassembled under pressure in the body of the chamber, which allows the displacement or rearrangement of the sensor (4, 4.1, 4.2, 4.3) (SFSAFF).

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