Electropneumatic Handbrake Relay Valve Simplification
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Existing electropneumatic brake systems for vehicle combinations, particularly in Scandinavian trailer control, require complex relay valves with multiple control pistons and chambers, leading to increased susceptibility to faults, complexity, and higher production costs.
Innovation Solution
An electropneumatic control module with a simplified design using a single relay valve with a common control chamber, eliminating the need for complex inverse relay valves and reducing component count, which outputs service brake control pressure and redundancy pressure into the same chamber, thereby reducing complexity and fault susceptibility.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If complex inverse relay valves with multiple control pistons and chambers are used for Scandinavian trailer control, then the brake system can provide redundant pressure output, but the device complexity and susceptibility to faults increase
Solution Approach 1:
The patent combines the functions of multiple control pistons and control chambers into a single integrated relay valve design. The relay valve has a first control input for service brake control pressure and a second control input for redundancy pressure, both acting on a diaphragm in a single control chamber, eliminating the need for separate inverse relay valves and multiple control chambers.
Solution Approach 2:
The relay valve is designed to handle multiple functions through a single component: it responds to both service brake control pressure and redundancy pressure inputs, and can output brake pressure to the trailer brake pressure port under either condition. This multi-functionality reduces the number of specialized components needed.
2Adaptability or versatility
If multiple control pistons and control chambers are used in the relay valve, then the brake system can differentiate between service braking and redundancy scenarios, but the manufacturing cost and production complexity increase
Solution Approach 1:
The patent merges multiple control functions into a single relay valve assembly with one diaphragm and one control chamber. The first and second control inputs both connect to the same control chamber, allowing the system to differentiate between service braking and redundancy scenarios through pressure input routing rather than through complex multi-piston mechanics.
Solution Approach 2:
The system differentiates between service brake scenarios and redundancy scenarios by changing the pressure parameters at the control inputs rather than by mechanical configuration. The diaphragm responds to pressure differential changes from either the first control input (service brake) or second control input (redundancy), allowing scenario differentiation through parameter variation.
3Device complexity
If a single relay valve with common control chamber is used, then the device complexity and production cost decrease, but the ability to handle both service brake and redundancy pressure inputs must be maintained
Solution Approach 1:
The relay valve is designed as a universal component that accepts both service brake control pressure and redundancy pressure through separate control inputs. The diaphragm and control chamber configuration allows the same component to respond to either pressure input type, providing adaptability without increasing structural complexity.
Solution Approach 2:
The diaphragm acts as an intermediary element that translates pressure inputs from either the first control input or second control input into mechanical movement. This mediator allows the single control chamber to respond to multiple different pressure sources without requiring separate control mechanisms for each scenario.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
The solution results in a more reliable, cost-effective, and less complex electropneumatic control module that maintains functionality for both normal operation and fault scenarios, enhancing the safety and efficiency of the brake system.
Implementation Method 1
a diaphragm (102) in a common control chamber (100) of the first relay valve (20). The first relay valve (20) has a relay valve control input (25), which opens into the common control chamber (100)
Implementation Method 2
electropneumatic valves, for example relay valves or axle modulators, can be activated by a control unit (ECU), which electropneumatic valves then, in a manner dependent on a demanded vehicle target deceleration, pneumatically transmit a brake pressure
Data Source
AI summary
An electropneumatic control module for an electronically controllable pneumatic brake system for a vehicle combination with a tractor vehicle and a trailer vehicle includes a pneumatic reservoir input, which is connectable to a compressed-air reservoir, a trailer control unit, which has a trailer control valve unit with one or more electropneumatic valves, a trailer brake pressure port and a trailer supply pressure port, an immobilizing brake unit, which has a spring-type actuator port for a spring-type actuator for a tractor vehicle and an immobilizing brake valve unit with one or more electropneumatic valves, and an electronic control unit for controlling the trailer control valve unit and the immobilizing brake valve unit. The trailer control unit has a first relay valve, which has a relay valve working input connected to the reservoir input, a relay valve output connected to the trailer brake pressure port, and a relay valve ventilation output.