Shuttle Valve Bypasses Emergency Brake Valve for Trailer Air Brakes
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Solution Overview
Problem
Existing pneumatic systems for commercial vehicle trailers experience increased 'swell time' due to the conduction of control pressure through emergency brake valves, leading to delayed service brake operation and reduced braking force, and are prone to malfunction if the emergency brake valve fails.
Innovation Solution
Incorporating a shuttle valve that directly connects the brake coupling head to the ABS or EBS control unit without the emergency brake valve, and designing the emergency and spring-loaded valves to be functionally independent, allowing for separate control and operation of the service and spring brakes.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If control pressure is conducted through the emergency brake valve to the service brake, then the emergency braking function is integrated, but the swell time increases and braking response is delayed
Solution Approach 1:
The patent divides the braking control system into two independent pathways: one for emergency braking through the emergency brake valve, and another for service braking through the shuttle valve directly connected to the brake coupling head. This segmentation allows each pathway to operate independently with optimized response times for their respective functions.
Solution Approach 2:
The shuttle valve acts as an intermediary component that directly transmits control pressure from the brake coupling head to the service brake without routing through the emergency brake valve. This eliminates the swell time delay while maintaining the emergency brake valve's functionality for emergency situations.
2Device complexity
If the emergency brake valve is used for both emergency braking and service brake control, then system integration is achieved, but reliability decreases when the valve fails
Solution Approach 1:
The system is segmented into independent emergency braking and service braking control pathways. The emergency brake valve handles only emergency braking, while the shuttle valve handles service braking. This functional separation ensures that a failure in one pathway does not compromise the other, enhancing overall system reliability.
Solution Approach 2:
The patent changes the control pressure pathway parameter for service braking, routing it directly from the brake coupling head through the shuttle valve rather than through the emergency brake valve. This parameter change creates operational independence between the two braking functions.
3Adaptability or versatility
If the emergency brake valve is positioned in the control pressure path, then emergency braking control is integrated, but the braking force is reduced due to delayed response
Solution Approach 1:
The control pressure path is segmented into two separate routes: one for emergency braking that passes through the emergency brake valve, and another for service braking that passes directly through the shuttle valve. This segmentation ensures that service braking maintains full braking force by avoiding the swell time delay, while emergency braking retains its integrated control function.
Data Source
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AI summary
The compressed air system (1) has an emergency brake valve (19) which is applied with a pressure of a container (4) depending on the pressure at a terminal (141). The terminal is connected with a coupling head (2). A shuttle valve is provided with an input which is connected with another terminal (143) for the emergency brake pressure. Another input is connected with a coupling head brake (3). An output is connected with a control unit (72) which controls the operating brake pressure for the service brakes.