Trailer Brake Module With Rebalanced Pneumatic Brake Pressure
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Solution Overview
Problem
Conventional trailer control valves fail to effectively balance the deceleration rates between towing and towed vehicles, leading to instability and potential accidents like jack-knifing, and do not adequately meet the requirements of Regulation No. 13 of Economic Commission for Europe.
Innovation Solution
A trailer brake control module with a braking rate rebalancing unit, incorporating both electronic and mechanical sub-units, that adjusts the braking rates of the towing and towed vehicles to maintain a permissible threshold range, utilizing a double check valve and pneumatically controlled metering valve to ensure balanced braking.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If conventional trailer control valves are used, then the device complexity is reduced, but the braking rate balance between towing and towed vehicles deteriorates
Solution Approach 1:
The patent combines the relay valve and predominance valve into a single integrated unit. The relay valve receives control pressure and activates the trailer brakes, while the predominance valve automatically balances the braking force between towing and towed vehicles. This merging eliminates the need for separate valves and reduces overall system complexity while maintaining reliable braking rate balance.
Solution Approach 2:
The integrated valve unit performs multiple functions simultaneously: it acts as a relay valve to amplify control pressure, functions as a predominance valve to balance braking rates, and includes an electronically operated sub-unit for modern control compatibility. This multi-functionality reduces the number of separate components needed in the system.
2Reliability
If additional pneumatic control ports are added to improve braking control, then the braking rate balance improves, but the device complexity and manufacturing costs increase
Solution Approach 1:
By merging the relay valve and predominance valve into one integrated component, the patent eliminates the need for additional pneumatic control ports that would be required if separate valves were used. This reduces manufacturing complexity and costs while achieving the same braking rate balance functionality.
3Adaptability or versatility
If electronically operated sub-units are added to meet Regulation No. 13 requirements, then the compliance and braking control improve, but the device complexity increases
Solution Approach 1:
The integrated valve unit incorporates an electronically operated sub-unit that enables compliance with Regulation No. 13 of the Economic Commission for Europe. This sub-unit can be activated electronically while the rest of the valve operates pneumatically, providing regulatory compliance without requiring a complete electronic system redesign. The multi-functional design allows the same device to satisfy both traditional pneumatic control requirements and modern electronic compliance standards.
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 module effectively balances braking rates, preventing accidents and ensuring compliance with regulatory standards by dynamically adjusting braking pressures, reducing the need for redundant pneumatic control ports and lowering manufacturing costs.
Implementation Method 1
a relay valve which on activating the relay valve, the pneumatic pressure received at the pressure supply port is connected to the trailer control pressure port
Data Source
AI summary
A trailer brake control module (300a; 300b; 300c) for a towing vehicle (502) facilitating braking of a towed vehicle or trailer (504) includes a pressure supply port (P11), a trailer control pressure port (P22), a primary control port (P42) for receiving either directly and/or indirectly a control brake pressure for operating the trailer brake control module (300a; 300b; 300c). The primary control port (P42) receives the control brake pressure from a pneumatically operated pressure medium, a pneumatic control pressure line (308.1) provides alternative control brake pressure for operating the trailer brake control module (300a; 300b; 300c), wherein the pneumatic control pressure line (308.1) receives the alternative control brake pressure from an electronically operated pressure medium, and a relay valve (310) is activated using either the control brake pressure received at the primary control port (P42), or the alternative control brake pressure from the pneumatic control pressure line (308.1).