CN100564121C - Pneumatic closed-circuit anti-locking pressure regulator for pneumatic braking system - Google Patents

Abstract

The invention relates to a pneumatic closed anti-locking pressure regulator for a pneumatic braking system, which can be arranged in pneumatic braking systems used in a trailer head, a semi-trailer, a motor bus and the like, and a differential pressure regulator which is attached to the pneumatic braking systems of the semi-trailer, the motor bus, a large truck and a large truck/semi-trailer and is combined with a vehicular air braking device in a single or compound mode; and more particularly to a pressure adjusting apparatus having an anti-lock pneumatic brake system function, which is provided with a diaphragm, a piston, and an elastic member, respectively, a method of adjusting a pneumatic signal, a method of oscillating a pneumatic signal, and a method of releasing internal pressure, by which an air pressure shock wave signal is sensed, shock waves are attenuated, and a braking force in a lock type system and a wheel rotation angle are automatically adjusted without discharging pressure to the atmosphere.

Description

Pneumatic closed-circuit anti-lock pressure regulator for air brake systems

technical field

The invention relates to a pneumatic closed-circuit anti-lock pressure regulator for an air brake system, especially a pneumatic closed-circuit anti-lock pressure regulator for the air brake system of vehicles such as trucks, trailers or buses.

Background technique

The present invention is aimed at a pneumatic brake system, the decompression device of which is built-in, closed loop and can compensate the multi-stage pressure difference by sensing the inherent pneumatic signal in all hydraulic friction brake systems. One object of the present invention is to disclose a continuous sensing method of pneumatic signals and a continuous output method of pneumatic signals, whereby the rotation angle of the wheels can be automatically and continuously adjusted, and these methods are the manufacturing methods adopted by large trucks and semi-trailers An improvement in the powertrain control components, and other electronic control components. Another object of the present invention is to demonstrate a novel method for sensing infinite pneumatic signals within the confines of a closed loop pneumatic antilock braking system, which is the case for all electronic antilock braking systems An improvement, and one that is clearly not a know-how known to brake equipment manufacturers. Another item of the present invention is an improved device that can use the existing hydraulic loss system of the brake system to detect fault conditions, so that it does not need to be equipped with a limited power output that will cause a heavy burden on the power generation system. Additional electrical circuits.

According to the Federal Regulations 49CFR 571,121, the National Highway Traffic Safety Administration (NHTSA) defines "anti-lock braking" as follows: Anti-lock braking system is a part of the conventional braking system. The degree of slippage of the rotating wheel is automatically controlled by the following methods: (1) sensing the rotation angle rate of the wheel, (2) transmitting the relevant wheel rotation angle rate signal to one or more groups responsible for translating this signal and generating a corresponding control output and (3) transmit those signals to one or more devices that respond to those signals and adjust brake actuation force.

In addition, as published in regulation 60FR 13224, NHTSA stated that, as discussed in the NPRM, its definition is broad enough to cover any antilock braking system equipment as long as it is a "closed loop "The system ensures the feedback control between the actual situation of the tire contacting the road surface and the necessary actions taken by the device in response to the situation to change the wheel slipping phenomenon.

Furthermore, as published in the regulation 60FR 13227, the definition of ABS as interpreted by the American Trucking Association and others is to "pre-exclude" systems other than electronic systems, and thus exclude mechanical systems. NHTSA points out that this view is incorrect because the definition does not require electronic devices to sense wheel rotation or transmit wheel rotation or control signals. This function may be performed using pneumatic, hydraulic, optical, or other mechanical means. In addition, NHTSA stated: "If there is an ABS system that does not need to be operated by electricity, the only time when the regulation is made to use electricity is found to be required...for the malfunction indicator light required to communicate the failure of the ABS system."

According to the content published in the regulation 60FR 13259, the National Highway Traffic Safety Administration further defines: "ABS is a closed-loop feedback control system that can automatically adjust the brake pressure in response to its measured speed when exceeding a preset minimum speed. The wheel speed can be controlled to control the wheel slip angle during braking and improve the effective friction between the tire and the road surface."

In the end, NHTSA denied a petition by Jenflo to revise the definition of ABS to include an open-loop system at the time of rulemaking. Pursuant to regulation 60FR 63966, NHTSA stated: "In the previous announcement, the agent's reasoning for the extensive discussion of "closed loop" antilock systems....NHTSA's definition is to accept any Type of ABS system, as long as it is a "closed loop" that can ensure the feedback control between the actual situation of tire contact with the road surface and the necessary actions taken by the device in response to this situation to change the wheel slippage System. As most braking system and vehicle manufacturers have commented on the NPRM Regulations of September 1993, a device conforming to the above standard specifications must be able to prevent wheel locking under various actual road conditions, so as to be significantly Improve safety. Conversely, a definition that accepts open-loop systems would allow for systems that do not necessarily prevent wheel lock-up." All electronic anti-lock braking systems during the brake actuation cycle Air is exhausted whenever the brake force is released, so a so-called "open circuit" is formed and only works when the wheels are locked. Therefore they will not be able to prevent the wheels from locking up.

Above-mentioned one electronic system promptly is Donald J.Erhlich et al. patent content, (Erhlich) U.S. Patent number: 6,264,286, approved on July 24th, 2001, the disclosed control assembly, wherein comprises a first control pipeline (for conveying supply source air), a second control line (used to deliver air to a relay valve on a trailer to allow air to circulate smoothly), and a pneumatic control module (PCM), which is constructed to reduce the input from a PCM orifice transmits pressure to a PCM output orifice.

The patent relates to an anti-lock control module (ACM) connected to a first control line and having a second control line connectable to a relay valve terminal. The actuation sequence is: the driver applies pressure to the pedal control valve of the brake pedal, which will send a pneumatic pressure signal to the ACM through the first control line, and then send it to a second control line to actuate the relay valve, The relay valve in turn transmits hydraulic pressure to the end of the air brake pressure chamber.

The ACM is equipped with a solenoid-type device that periodically interrupts the transmission of the pneumatic signal to the control line by releasing the hydraulic pressure to the atmosphere after the wheels are locked. So ACM doesn't actually prevent the wheels from locking up.

The ACM consists of a solenoid mechanism that interacts with an existing electronic control unit (ECU) to intermittently cause an open circuit to release air from the control line end to atmosphere. ECU is also used in the design of the braking system of large trucks and buses. The ACM may suffer contamination and malfunction as a result. A failed ACM would prevent the control line from delivering a pneumatic signal to the relay valve, thereby preventing actuation of the relay valve.

ACM has the function of electromagnetic coil device. The electromagnetic coil will periodically interrupt the current to form an "open loop system". NHTSA specifications state that an antilock braking system must be fully "closed loop." Interrupting the current will cause the system to go into an "open" state.

The electromagnetic action of the ACM will cause, after the brakes are locked, the high pressure fluid used to actuate the brake system to be released. The National Highway Traffic Safety Administration stipulates that the braking system must be completely closed loop. Releasing hydraulic pressure is an "after the event" action; thus the patent actually conflicts with its claim to prevent the brakes from locking up, and in fact releases air to atmosphere after the wheels are locked up.

During the braking cycle, the ACM will deliberately release compressed air. This release of air pressure is intentional to cause the pneumatic portion of the braking system to open intermittently. The result of releasing the air is to reduce the pressure it exerts, interrupting the brake actuation cycle, thus promoting a cyclic effect of braking force release during braking.

The ACM brake force release cycle will increase the stopping distance of the vehicle. The recovery time of hydraulic accumulation can cause sudden shock waves in the pneumatic part of the braking system. This shock wave tends to increase the pressure it exerts resulting in extremely variable pressure.

Sugarawa's No. 5,518,308 patent uses "...a method to control the anti-skid braking system of a vehicle with a regulator and two sets of wheel speed sensors." This method also uses a brake force release method, so the brake The system must release air from the enclosed brake system, so an "open" state is created during braking application. This method attempts to direct pressure from one wheel end to the other through a "pressure build-up mode-pressure build up mode". This method still requires the release of air through its designed pressure relief mode, via an ECU that can deliver the released air through a regulator integrated therebetween.

The mainstream anti-lock braking method used in pneumatic braking systems is the intermittent discharge of high-pressure fluid from the self-braking system. The mainstream anti-lock braking method adopted by the pneumatic brake system can be said to have little choice with the "exhaust valve", and it will cause many problems for the manufacturer and the maintenance personnel. Using the ACM and ECU methods does not take into account the laws of physics associated with moving objects.

If there is a trailer head and its trailer, the trailer head is equipped with ECU, and the trailer is equipped with ECU, combined with a regulating valve, and a trailer is equipped with ECU or ACM. Then it is also necessary to install a wheel speed sensor on the shared wheel axle of the trailer head and the trailer in series.

Braking is a dynamic event that begins when hydraulic pressure is applied to the air chamber and ends when the vehicle stops or when the driver releases the brake pedal. Each braking action is affected by countless variables such as road conditions and contact conditions between pads and drums or discs when braking. Among them, the problem of the electronic anti-lock braking system lies in this. Electronic immobilizers are digital and must be pre-programmed as they can handle a limited amount of data. Most of the causes of wheel lock are analog factors. A digital device would not be able to handle the infinite amount of digital data that would cause various types of wheel lock conditions.

If a 6-inch horizontal tensioner is used to apply a hydraulic force of 40 pounds per square inch to a 30-type air pressure chamber (the surface area of the internal diaphragm is 30 square inches), it will be equivalent to braking. The disc and the brake drum produce a static force of 49644kPa. According to the tests carried out by the inventor, the wheels rolling forward at a speed of 20mph will be locked when the pressure is close to 275.8kPa. According to the electronic system test results led by the National Highway Traffic Safety Administration, the pressure in the air pressure chamber must exceed 689.5kPa to cause the ECU and ACM system to generate exhaust. Calculate the static force between the brake disc and the brake drum to be about 124110kPa. The time-weighted value for reaching this pressure is approximately 0.6 seconds. The cycle time of the electronic anti-lock braking system is 5 to 6 times per second. Compressed gases travel at speeds close to Mach. Therefore, the electronic anti-lock braking system must discharge more than 60% of the volume to achieve the purpose of releasing the locked state of the wheels. The time-weighted value for obtaining sufficient pressure drop to release the wheel lock is 0.42 seconds. During the braking cycle, the vehicle will travel approximately an additional 36.8 feet if it decelerates from 60 mph. And the effect of thermodynamics will also cause the circumference of the contact surface of the brake drum to appear out of round and the surface of the brake disc to appear warped, thus causing the gap between the brake drum and the brake disc or the brake disc and the brake disc. Discontinuous dynamic contact, which in turn interferes with the consistency of the electronic anti-lock ventilation cycle. Electronic ABS cannot cycle quickly enough to achieve the desired effect, causing the vehicle to become unstable during braking.

All ECU and ACM electronic anti-lock braking devices must release the air pressure to the atmosphere so that the braking force can be released smoothly after the wheels are locked, and it can only function when the pressure exceeds 551.6kPa. Otherwise, the "heavy braking" method as shown in the final report of DOT HS 807 846 must be used. As a result of bleeding air, the hydraulic pressure in the brake system can be temporarily reduced. This action is intended to release the locked brakes and allow the wheels to roll freely temporarily, thus causing wear and slippage of the tires. Also, during the cycle, the brakes are temporarily not applied, thus prompting the vehicle to increase its stopping distance. This action will replace the driver's control effect on the vehicle, so it will produce a continuous ventilation-brake-release action (or an open loop system) until the vehicle stops, and the braking distance is obviously greater than that of non-ventilation type or closed system. According to the regulations of 60FR 13259, the "open loop system" is not allowed in the regulation 49CFR FMVSS571.121. The method of adopting ECU and ACM cannot prevent the situation of single wheel locking, which is the main cause of bending and loss of stability of the vehicle.

The present and new inventions that can be used to improve all electronic anti-lock braking systems are analog, fully closed loops, which can sense the rotation rate and can be interfaced with the brake system components (ie, wheels and tires) The signal generated when actual contact between the tire and the road is sensed is dominated by an analog pneumatic signal from opposed air pressure chambers on a single axle. The present invention can provide compensation for the changes and shock wave signals produced by the air pressure chamber, and thus constitutes a feature of the present invention. Herein, the present invention can correct the phenomenon of excessive pressurization by attenuating the variable pneumatic signal, reducing the hydraulic pressure, etc., and can prevent the above-mentioned problems caused by the transmission of the signal to the opposite air pressure chamber. Here, the present invention can generate an analog pneumatic output signal, reduce the pneumatic pressure, and the same signal will be transmitted to the corresponding opposite air pressure chamber end. These output signals will automatically adjust the braking force and can provide compensation through the interface (the contact between the tire and the road surface) without releasing air. During braking, this cycle is fully completed. Therefore, its deceleration is fixed, and the wheels will stop rolling when the vehicle stops, so the premature locking of the wheels can be prevented.

49CFR 571.121 Federal Motor Vehicle Safety Standard Specification (FMVSS) reveals a standard specification that can be used to detect the failure condition of the anti-lock braking system. This standard specification requires that a fault warning light should be installed at the left rear corner of the trailer. It must allow the driver to see it through the left rearview mirror, and it should light up when a circuit fault occurs. Simultaneously, a circuit fault indicator light (which can allow the driver to check conveniently) must also be installed in the cockpit of the large truck.

The industry has reported that it is difficult for drivers to see the external warning lights from the cockpit. Numerous professional publications have also reported that many vehicle exterior warning lights have been deactivated or removed. In other vehicles, the light bulbs were removed. Other reports indicated that drivers were not sure whether the warning light was on or off. In the event of a failure, the driver can still continue with the electronic anti-lock braking system.

The malfunction warning light cannot detect the malfunction of any computer component responsible for interpreting and transmitting the signal of the sensed wheel rotation angle rate. The ECU/ACM devices of large trucks, trailers, and buses are quite fragile. School buses equipped with electronic anti-lock braking systems in Georgia have experienced a rather serious problem: the state school bus ECU components are programmed with incorrect algorithms, resulting in delayed delivery of hydraulic pressure to the air pressure chamber situation. According to documents, there was a delay of up to 10 seconds in brake actuation. Malfunction lights do nothing to detect problems with computer programming; more than 400,000 ECU-equipped vehicles have been recalled in the US and Canada to date.

This new invention improves on what all other anti-lock braking systems lack, and improves safety with this fail-back system. The present invention is not activated by electricity, but by the hydraulic pressure of the braking system. The invention can sense the pneumatic pressure signal as low as 34.475kPa. The hydraulic pressure of about 827.4kPa is usually maintained in the liquid reservoir of large trucks and buses. This ensures that multiple braking operations can still be performed in the event of a compressor failure. If the pressure drops to 413.7kPa, the warning light will light up in front of the driver and a buzzer will sound. The pressure drop of a large truck or trailer can also be observed by observing the pressure storage gauge and the applied pressure gauge installed on the cockpit dashboard. In addition, the emergency braking device in the air pressure chamber will also play a role to limit the vehicle's movement. This fail-safe system will ensure smooth repairs before the vehicle is moved. This is an improvement for all electronic fault detection systems.

Generally, a quick release valve is installed between the brake actuation pressure chambers of individual wheel axles in the air/hydraulic air brake system adopted by large buses, large trucks, and large trucks/trailer vehicles.

One such type of quick release valve, as described in Stephen Vorech's patent (US Patent No.: 2,040,580, issued May 12, 1936), includes an elastic It is guided to the end of the brake actuator, and it also ensures that when the master control valve moves to the brake release position, it can quickly release the air pressure of the above-mentioned pressure chamber. Another version of the above-mentioned valve device is disclosed in the patent of Earl T. Andrews (U.S. Patent No.: 2,718,897, approved on September 27, 1955), which includes a spring that can act on the diaphragm. A pressure differential will be created across the diaphragm which will cause hydraulic pressure to be applied to the brake actuator at a slower rate.

One of the trailer brake release valves described above is disclosed in Joseph L. Cannella's patent (US Patent No.: 3,512,843, issued May 19, 1970), which is electrically operated in the same manner, and it is It is connected to a relay valve via a conduit, and the relay valve is respectively connected to a brake actuator through a conduit.

One of the above-mentioned devices that can homogenize and absorb shocks is disclosed in the patent of Theodore P.Spero (US Patent No.: 4,166,655, approved on September 4, 1979), which includes an elastic, flexible shock-absorbing member , set in a long tube wall casing, one end is bounded by the upper chamber wall, and the other end is bounded by the piston, the bottom end of the piston is sealed on a diaphragm member to prevent the chamber from water droplets and dust particle pollution. The pressure equalizing and shock absorbing device further disclosed in the present invention is mounted on one side of a quick release valve placed between two opposed brake actuators to prevent pneumatic braking A single wheel lock condition occurs in the system.

The device described in the Vorech patent uses a spring that can act on a diaphragm to create a pressure differential across the diaphragm, and this design can, to some extent, cause the front wheel to brake more than the rear wheel. Braking is slightly slower braking action, so that front wheel braking will generate less energy than rear wheel braking. This device can deliberately produce a time difference and a difference in function, and at the same time, it will cause the front and rear brake systems to appear unbalanced and cause the wear of the front and rear brake components to appear unbalanced and other negative effects, which will cause rear wheel braking. The system wears out prematurely compared to the front wheel brake system. At the same time, since the braking capacity of the front wheel brakes has been weakened, the braking distance has also been increased.

The device described in the Cannella patent is electrically actuated by placing a switch on the foot pedal control valve and releasing the foot pedal. The switch directs power through a time delay switch, after which the power is It will be transmitted to the electric brake release valve end of the trailer, which is connected with the relay valve by a conduit and can release the hydraulic pressure in the conduit of the relay valve. Phenomenon. The slow venting of the plurality of brake actuators is more likely to result in the fluid volume of the actuator being vented through a single relay valve vent. The device disclosed by Cannella also lacks a design adequate to handle the hydraulic front (for immediate outflow through the relay valve and inflow from the opposing brake actuator causing a single wheel to lock).

The device described in the Spero patent includes a device that can equalize the pressure of a pneumatic brake system and absorb shocks. The device has a wall and a built-in double-chamber structure. The top of the upper pressure chamber has a An elongated, elastically flexible member with a rigid piston at the bottom of the upper pressure chamber separated by a resilient cover to prevent contamination and found to have a second base pressure chamber bulkhead, enough to have a negative effect on the braking system. It has been found that when the piston is actuated by hydraulic pressure, the piston will cause deformation of the elongate member, thereby energizing the pressure chamber, and when the hydraulic pressure is released, the piston will become a projectile into the second base The pressure chamber, thus causing physical damage to the elastic member of the diaphragm, as a result of which the upper pressure chamber is contaminated and the pressure cannot be equalized and shocks can not be absorbed. Another consequence is that a diaphragm member that would otherwise be damaged due to the amount of hydraulic pressure can enter the output port end, causing a blockage of the conduit and preventing hydraulic flow to the brake actuator. These consequences are entirely due to the fact that the piston lacks a predetermined stop point.

Furthermore, another consequence of this device is that it is located on the side of the quick release valve, which reduces its ability to absorb hydraulic density front shocks (due to supersonic compression flow). This density wavefront first travels through the supply source input orifice of the quick release valve, where the density wavefront begins to split, thereby generating vibrations, and travels simultaneously through two laterally corresponding output orifices, one of which advances to the brake actuator end, another wavefront passes through the device and is further advanced to the opposite brake actuator end. Since the initial shock occurs in the quick release valve and not in the device, the device is unable to absorb the shock, thereby reducing the ideal effectiveness of the braking system.

Contents of the invention

One of the items of the present invention, which is also an improvement on the quick release valve, is the ability of the present invention to use the destructive interference nature of the compressed fluid flow to form a constructive interference situation, thereby eliminating the There is a feature to isolate the situation where a single wheel is locked due to the hydraulic mechanism of the quick release valve and the homogenizing mechanism of the base piping system).

Another item of the present invention, which is also an improvement of the quick release valve, is to provide a valve device of a type that can eliminate the fading phenomenon caused by the time difference between the front and rear braking systems. Conditions must be balanced between the plurality of brake actuators.

Yet another object of the present invention is to provide a valve, which is an improvement of existing devices, to equalize pressure and absorb shocks, and this shock absorption and homogenization can be carried out simultaneously in dynamic braking systems, And combined with proper design to ensure consistent performance.

Yet another object of the present invention is to provide a valve arrangement whose mechanism will provide consistent performance, ease of maintenance, and maintain considerable reliability over a relatively long service life.

Yet another object of the present invention is to provide a valve arrangement whose exhaust/release function will not cause slow release of multiple brake actuators and can be designed mechanically as the brake system Integral part of the vehicle to ensure rapid release of hydraulic pressure between the opposite actuators of all axles of the vehicle and as an improvement to the trailer brake release valve.

Moreover, another object of the present invention is to provide a single valve device whose performance can exceed the existing performances of the aforementioned inventions, and provide necessary improvement measures to prevent the consequences of the aforementioned inventions.

The present invention is a pneumatic closed circuit anti-lock pressure regulator for an air brake system, the differential pressure regulator quick release valve of the hydraulic brake system has an integral design to withstand hydraulic pressure differential, pollutants and particulates, its Internally there is a retaining ring, a rigid piston and an elongated, resilient, flexible, shock-absorbing member disposed within a cylinder at a first face end of the piston, while the pressure chamber with the retaining ring is Arranged on a second flange surface of the piston as adjoining means, its function is to coordinate with each other, just as the shock-absorbing response of extruding the shock-absorbing member, the member returns to its original position at the end of compression, and the adjoining means It will limit the stroke of the piston to travel in the cylinder to the position when its decompression is completed, and the cylinder has oil distributed therein; when the valve device receives the hydraulic pressure delivered to a delivery pipeline and has the pressure difference, According to this, a centralized device is formed by a housing respectively having a protruding part and an input hole, and the protruding part has a first membrane device arranged therebetween, which can block it from the connection with the discharge port. The cover plates of the protrusions of the air holes communicate with each other, and the delivery pipe can concentrate and isolate the hydraulic pressure and pressure difference in a base pressure chamber with laterally aligned output holes, and the pressurization action Force is exerted on a flexible cover having an inner face and an outer face acting on a second face of the piston constrained by the adjoining means and having a continuous peripheral portion of the elastic cover At this point, it can be extended from the end of the second diaphragm device, and an outer surface of the second device can force one of the second surfaces and a second end to contact each other, so that pressure can be transmitted to the piston, causing deformation of the piston. The components are extruded into a cylinder housing and transmit pressure from the pressure chamber end of the base housing directly to the output port.

Description of drawings

1 is a schematic diagram of a typical hydraulic vehicle braking system of a large truck/semi-trailer equipped with a novel differential pressure regulator quick release valve of the present invention.

Figure 2 is a detailed cross-sectional view of the differential pressure regulator quick release valve.

Fig. 3 is an external front view of the quick release valve of the differential pressure regulator.

Fig. 4 is an external side view of the quick release valve of the differential pressure regulator.

FIG. 5 is a schematic top view of the quick release cover.

Fig. 6 is a schematic cross-sectional view of the upper cylinder housing.

Fig. 7 is a schematic top view of the upper cylinder housing.

Fig. 8 is a schematic top view of the differential pressure regulating valve.

Figure 9 is a schematic diagram of a differential pressure regulating valve on a typical brake wheel axle in its active position.

Fig. 10 is a schematic top view of the buckle.

Detailed ways

Please refer to FIG. 1 in particular. As shown in the figure, the novel differential pressure regulator quick release valve of the present invention is closely related to a pneumatic hydraulic vehicle braking system. The braking system includes: a pressure storage cylinder 20 for large trucks supplied with air by a conventional compressor 62, a conventional regulator 63 that can control the compressor 62 according to the air pressure in the pressure storage cylinder 20, and is used for trailers. A storage tank 25, a pedal control valve 19, opposed brake actuators 27 and 28 (Fig. 9), 29 and 30, 31 and 32, 33 and 24, 35 and 36, a conventional relay valve 21, and an emergency relay valve 26, can connect the hand bolt 22 and 24 of trailer/big truck air braking system.

Also shown in Fig. 1 are conduits 60, 57, 58, 52 and 53, the purpose of which is to direct hydraulic pressure to the novel devices 37, 38, 39, 40 and 41 of the present invention, and communicate with each opposed brake actuator respectively. Between the actuators 27-36, and connected with the conduits 42-51 so that the applied hydraulic pressure can be guided and from the brake actuators 27 and 28, 29 and 30, 31 and 32, 33 and 34, 35 and 36 ends discharge, and its mode of action will be described more fully in a later chapter.

As shown in Fig. 2, the present invention comprises a base pressure chamber base shell 4, has a protruding upright input hole 65, connects respectively conduit 60, 57, 58, 52 and 53 and the output hole opposite to both sides 66 and 67 (as shown in Figure 3 and Figure 9). The output ports are then connected to opposed brake actuators 27-36 via conduits 42-51, respectively. Base housing 4 made of cast aluminum with sufficient density to maintain a minimum pressure above 1034.25kPa for 60 seconds and provided with an input hole 65 and precision diaphragm support 68 which is a safety metal mesh A flexible quick release diaphragm 10 is maintained in place and has a stamped rigid quick release cap 9 which can be used to vent hydraulic pressure to atmosphere. Flange upper wall 69 includes an upper surface 71 that is precisely machined to match the corresponding surface on cylinder housing flange wall 70 of upper cylinder housing 1 having the same characteristics as base housing 4, and the cylinder The casing 1 is provided with an annular countersunk hole 72 , which can be used to receive the lip 73 of the cover diaphragm 8 , and the connection method will be described in detail later.

In order to ensure a long service life and uniform action of the valve assembly 64, the quick release diaphragm 10 is made of a suitable flexible material (such as reinforced rubber or rubber compound) and does not contain any initial deflection or stress. The peripheral edge 74 of the membrane 10 is elastically engaged to the end of the inner surface 75 and thereby controls the communication between an input hole 65 and a delivery conduit 76 . There is a recess 77 whose diameter has been precisely machined to allow the quick release diaphragm 10 to form unhindered deflection, while its other larger diameter can fit a square sealing ring 11 to prevent hydraulic pressure from moving along the quick release cover 9. The periphery of the contact surface leaks out, and it also has a recess and can be fixed on the base housing 4 with 4 setscrews 16, as shown in Figure 2 and Figure 3, to ensure that the quick release cover 9 can be It is fixed on the base shell 4 and embedded in the protruding end of the base shell. Thus, when the parts are in their normal positions, the quick release cap 9 is inserted into the recess 77 and the sealing ring 11 retaining the fixed position is capable of securing the quick release diaphragm 10 between itself and the cavity. Between the surface 75, the screen support 68 on the surface of the inner cavity is precisely integrated to the position at the opening end of the input hole 65, so that the input hole 65 and the delivery pipe 76 and the output holes 66 and 67 are connected to the braking actuator. The hydraulic pressure is transmitted between the actuators 27-36 without hindrance.

The upper wall cylinder housing 1 has a precision machined inner cylinder wall 2, and a convex button hole 79, which can receive the top convex button 80 of the flat conical shock absorber 7, and the bottom end of the shock absorber 7 is also provided with a convex button 81 , can axially align with the convex button 80 of the central position and can firmly withstand the top wall 82 of the inner cylinder. This design is to keep a uniform space around the shock absorber 7 . Shock absorber 7 is made of suitable elastic material, when applying force against surface 84, it is compressible and axially movable and can fill up pressure chamber 83 in deformation mode, so when the force is terminated It is activated and returns to its original shape when force is applied. The formula of the shock absorber 7 is precisely calculated in advance, and its hardness is sufficient to maintain the relatively existing pressure difference when excited and applied hydraulic pressure.

No. 10 non-cleaner hydraulic oil 85 of 8cc will be sprayed inside the upper cylinder housing 1 so as to contribute to vibration attenuation. Piston 6 is provided with an internal shrinkage hole 86 passing through the vertical center axis and threaded at its bottom horizontal surface 87 to receive a "hex socket screw 18". The piston is generally solid and has a top horizontal surface 88 for To allow the shock absorber knob 81 to be inserted into the inner shrinkage hole 86 located on the piston wall 89, two countersunk holes 92 and 93 of the same size are provided at the curved part of the piston wall 89, respectively, by means of two intermediate flange parts 90 and 91 to be separated, its diameter is slightly smaller than the cylinder inner surface 2 to ensure that the piston 6 can be tightly configured in the upper pressure chamber 83.

A retaining ring 17 fits into a groove in the inner wall 2 of the cylinder, as shown in FIG. The retaining ring 17 shown in Figure 10 can be configured as a rest position for the piston 6 to ensure a consistent response to different hydraulic pressures. Each of the countersunk holes 92 and 93 is equipped with an "O-ring 12", so that the piston 6 and the cylinder inner wall 2 can form an airtight seal, and the shaft can be engaged in the countersunk holes 92 and 93 when hydraulic pressure occurs. to scroll. A proper amount of engine oil 97 will be sprayed on the end portion of the surface 87 of the piston 6 to lubricate the inner surface 104 of the base diaphragm 8 when hydraulic pressure is applied.

The base diaphragm 8 is made of an impermeable elastic material for antifreeze alcohol. It can still maintain its normal function when the pressure is as high as 6895kPa. Minimum clearance without mutual contact with the piston 6. The base diaphragm 8 has a flared side wall 94, and end wall 95, an annular flange 96 which has an annular lip 73 capable of fully engaging the counterbore 72 so that the piston 6, shock absorber 7 forms an airtight seal and protects the non-cleaner hydraulic oil 85 in the upper pressure chamber 83 from being contaminated by foreign matter or particles contained in the hydraulic pressure transmitted from the base pressure chamber 78.

Fig. 3 shows the device of the present invention that has been assembled, and its upper cylinder housing 1 has four openings 105 passing through its flange 100 (as shown in Fig. 4 ) as shown in Fig. 7 , which are axial Aligning with the 4 openings 106 as shown in Figure 3 and passing through the base housing flange 101, a 90 degree angled bracket 5 shown in Figure 4 has 2 openings passing through its horizontal plane 102 , and are respectively aligned with the openings of the base housing flange 101 and the upper housing flange 100, the four self-locking bolts 13 and 14 shown in Figure 8 and Figure 4 extend through the shaft The bracket 5 is firmly locked on the flange 101 of the base housing and the flange 100 of the upper cylinder housing with nylon locking nuts 15 to the aligned openings.

The operation of the valve device of the present invention is immediately apparent from the foregoing description. It will be appreciated that the brake system components shown in Figure 1 are maintained in a non-energized position. After the pedal control valve 19 is activated, the hydraulic pressure with a differential pressure front will be transmitted to the input hole 65 end of the device 37-41 of the present invention through the conduits 60, 57, 58, 53, and 52 synchronously. As shown in Figure 2, when the wave front passes through the metal mesh of the diaphragm support 68, it will be evenly distributed on the surface of the entire quick release diaphragm 10 (this is the hydraulic shock point), so that each individual manufacturing The driving wheel shaft generates an increased pressure difference to actuate on the flexible quick release diaphragm 10, and makes the quick release diaphragm 10 cover the convex surface of the quick release cap 9, so as to seal the vent hole 103 of the release cap, as shown in FIG. As shown in FIG. 5 , it is thus a state in which communication with the atmosphere is blocked. The hydraulic wavefront vibrations will pass through the base nose recess 77 where they will be transmitted through the delivery pipe 76 and focus the wavefront vibrations in the cavity of the base pressure chamber 78 where they will push against the base membrane The plate 8 bears against the piston surface 87 and axially pushes the piston 6 to activate the shock absorber 7 . Accordingly, the shock caused by the hydraulic wave front is absorbed here, and the hydraulic pressure is thus transmitted to the laterally aligned output ports 66 and 67 (as shown in FIGS. 3 , 4 , and 9 ). , which are simultaneously homogenized before being transmitted via conduits 42-51 to brake actuators 27-36 (see FIG. 9 ). The delivery line 76 of the patented valve arrangement, as shown in Figure 2, is the only way to isolate the differential pressure developed in the quick release valve from the hydraulic pressure delivered to the brake actuator.

When the brake actuator is measured by the hydraulic test device, the temporary hydraulic pressure difference generated during the dynamic braking process can be shown. These pressure differences are the pneumatic shock wave signals. Just like the existing brake assembly technology (no drawing), its brake actuator has a push rod, one end of which is fixed on a rigid metal plate with an elastic diaphragm member, which can be opened when hydraulic pressure is applied to A pressure chamber is formed. The opposite end of the push rod is fixed to the slack adjuster, which is attached to a camshaft. The other end of the camshaft has an "S" shaped cam design, which can form a fulcrum for mechanical advantage, pushing the brake shoe The plates are in contact with the rotating brake drum. All brake drums have high and low points. When braking, the brake shoe will track the brake drum to touch its high point and skip the low point, prompting the "S" shaped cam to produce a rocking effect, causing the push rod to swing forward and backward, and thus allow the The hydraulic pressure in the brake actuator is repeatedly pressurized. The effect of this repeated pressurization will be reflected directly to the end of the pressure chamber 78 at the base of the inventive device of this patent as shown in FIG. 2 . As explained in the Spero patent, the reflected actuator pressure differential from the actuator attached to the standard quick release valve must pass through the standard quick release valve to encounter the pressure differential from the diaphragm in the release valve. As found in fluid mechanics studies, opposing hydraulic masses encountering each other may cause a "air lock" effect or destructive interference phenomenon and may temporarily prevent the device of the Spero patent from functioning. The design of the differential pressure regulator quick release valve eliminates this encounter, since the oil repeatedly pressurized by the actuator does not encounter the differential pressure that exists across the diaphragm 10 as shown in Figure 2, Instead it is reflected into the base pressure chamber 78 where it is absorbed, homogenized, and redistributed synchronously in the same manner as a hydraulic wavefront.

When the pedal control valve 19 is released, it can be easily understood that the hydraulic pressure difference acting on the diaphragm 10 will be reduced to a level equivalent to atmospheric pressure, and its effect will be to release the quick release diaphragm 10 on the vent hole 103 of the quick release cap. sealed state. If the hydraulic pressure present in the device of the present invention, conduits 42-51, and actuators 27-36 is higher, it will force the diaphragm 10 against the diaphragm support 68 and surface 75, thus opening the vent 103 through the cover plate The communication pipeline connected with the atmosphere releases the hydraulic pressure to the atmosphere, and thus deactivates and restores the shock absorber 7 to the original flat-headed conical state, and at the same time allows the piston 6 to push back to the position shown in Figure 10 The stop position of the buckle 17 ensures that the same performance can be produced in the next braking application cycle. When this pressure drops to atmospheric pressure, the diaphragm 10 will return to its undeflected (original) position.

Spero's device (U.S. Patent No. 4,166,655) is used in combination with any of the quick release valves of Horowitz (U.S. Patent No. 3,093,153), Vorech (U.S. Patent No. 2,040,580), or Andrews (U.S. Patent No. 2,718,897), and since each Due to the "isentropic and adiabatic flow" effect of the quick release valve and its inherent pressure differential, there will always be a predictable imbalance in the hydraulic pressure delivered to each air actuator.

Although the disclosure of the present invention has been described by means of preferred embodiments, therefore, specific variations made for the present invention must not be considered as departing from the scope of the various viewpoints mentioned in the present invention. However, the above disclosures are only some of the preferred and feasible embodiments of the present invention, and should not limit the implementation scope of the present invention or limit the spirit and scope of the scope of claims of the present application described above in any form. .

Claims (25)

1. pneumatic closed locking-proof pressure regulator that is used for air braking system, the differential pressure regulator quick release valve of its fluid pressure type brake system has a complete design to bear hydraulic pressure difference, pollutants and particulate, its inside has a clasp, the piston of one rigidity and one microscler, has elasticity, the shock absorbent member of deflection, it is configured in one first end of this piston in the cylinder, pressure chamber with clasp is configured on one second flange surface of this piston to become abutment means, this shock absorbent member returned back to its initial position when the damping of pushing this shock absorbent member reacted on compression and finishes, and this abutment means then limits the stroke of this piston and march to the position of its decompress(ion) when finishing in this cylinder; This cylinder organic oil is distributed in wherein, when this differential pressure regulator quick release valve receives when being delivered to a delivery duct and having the hydraulic pressure of this hydraulic pressure difference, in view of the above and by having one first salient respectively, one housing of one input hole and constitute the device of centralization, and having a primary diaphragm device, this first salient is configured in therebetween, capable of blocking its is interconnected with the cover plate with second salient of deflation hole, and this hydraulic pressure and hydraulic pressure difference in the pedestal pressure chamber can be concentrated and isolate to this delivery duct, this pedestal pressure chamber has the delivery orifice of lateral alignment, and the pressurising application force is applied on the flexible lid, it is provided with an inner face and an outside, can act on second of this piston, and this piston is subject to this abutment means and have a continuous periphery this flexible lid partly, can extend out from the secondary diaphragm device end in this, one lateral surface of this secondary diaphragm device can force wherein, and a second surface and one second end are in contact with one another, so that pressure is transferred to this piston and this shock absorbent member of distortion is extruded in the cylinder casing, and directly transmit pressure to this delivery orifice by the pressure chambers end of base housing.

2. the pneumatic closed locking-proof pressure regulator that is used for air braking system as claimed in claim 1, it is characterized in that this base housing has this input hole and axially aligned this delivery orifice of protrusion, when being interconnected between this input hole that this primary diaphragm device and this first salient are protruding and axially aligned this delivery orifice, the primary diaphragm device that is configured in therebetween promptly transmits hydraulic pressure, and allow that the shock effect of free-moving pressure reduction is in this primary diaphragm device, these pressure reduction vibrations are then freely directly imported this pedestal pressure chamber into by this delivery duct, these pressure reduction vibrations then can act on this secondary diaphragm device and transmit these pressure reduction vibrations to this stiff piston end, it has shock absorption device, rest in this abutment means end, deform and excite so that be arranged on microscler shock absorbent member in this pedestal pressure chamber, this hydraulic pressure then is sent to brake actuator by this delivery orifice of lateral alignment and by conduit, this brake actuator can produce pressure reduction and via conduit and this delivery orifice and transfer to this pedestal pressure chambers end and act on this secondary diaphragm device in view of the above, when this secondary diaphragm device touch this shock absorption device and by the distortion this shock absorbent member homogenizing, and when this primary diaphragm device end had no obstacle and freely redistributes this pressure reduction synchronously, then the vibrations of the pressure reduction of this brake actuator promptly can decay.

3. the pneumatic closed locking-proof pressure regulator that is used for air braking system as claimed in claim 1, position when it is characterized in that the set anchor point position that is positioned at this stiff piston of this abutment means is finished for this piston stroke or during the decompression procedure termination, this piston has hydraulic damping device, and this abutment means can prevent this secondary diaphragm device generation breaking-up situation.

4. the pneumatic closed locking-proof pressure regulator that is used for air braking system as claimed in claim 3, it is characterized in that the housing of this pressure chamber and have this base housing that protrudes the position have this input hole of mutual aligning and this delivery orifice to be configured in therebetween, and isolated by the primary diaphragm device, and have and isolate and the centralization device, one pedestal pressure chamber, with the delivery orifice that extends laterally, this pedestal pressure chamber separates with a casing top half pressure chamber by a secondary diaphragm device, this cylinder pressure chamber is set respectively therebetween, this abutment means, this shock absorption device, one O type ring, this shock absorbent member, this machine oil, and this first device be engaged in this protrusion input hole diaphragm support and and the connection of this input hole, this isolation and centralization device, the configuration mode of this pedestal pressure chamber and this delivery orifice is to make hydraulic pressure put on this valve system, conduit and brake actuator, this hydraulic pressure then is reduced to the degree of bar pressure and via this shock absorbent member of the synchronous decompress(ion) of this discharge orifice, replying this shock absorption device again becomes and can be in contact with one another with this abutment means.

5. the pneumatic closed locking-proof pressure regulator that is used for air braking system as claimed in claim 1, it is characterized in that this delivery duct has the centralization device to handle this hydraulic pressure, pressure reduction then is an outside face that transfers to base housing in an identical manner, when its contact and transmission pressure during to this diaphragm device pressure then by the damping in addition of this secondary diaphragm device.

6. the pneumatic closed locking-proof pressure regulator that is used for air braking system as claimed in claim 1, the device that it is characterized in that being arranged on this protrusion housing one shrinkage pool end can be controlled the circulation situation between this input hole and this isolation and centralization device, and can control between this delivery orifice and should isolate and the centralization device between the circulation situation, and this cover plate discharge orifice is no perforation, and the circulation situation between between this input hole and this delivery orifice can be interfered in the position of its diameter, and this delivery orifice then links relative brake actuator.

7. the pneumatic closed locking-proof pressure regulator that is used for air braking system as claimed in claim 6, it is characterized in that this device can interfere between this input hole, circulation situation between this isolation and centralization device and this delivery orifice, and can freely transmit hydraulic pressure and reach this pedestal pressure chambers end by this isolation and centralization device, wherein there is a pressure wave foreshock in this pedestal pressure chamber, to form centralization, and transmit hydraulic pressure to this brake actuator by conduit in view of the above, promptly be back to this pedestal pressure chambers end by conduit and this delivery orifice in the pressure reduction that this this brake actuator produced, the pressure reduction of this actuator can freely be decayed by the mode of this secondary diaphragm device power pressurizing and damping device.

8. the pneumatic closed locking-proof pressure regulator that is used for air braking system as claimed in claim 6, it is characterized in that this second device has an outside face, its all acies is positioned at an end of this base housing, it forms the pressure that can tolerate up to 6895kPa by a cylinder casing face simultaneously, and outside and inner surface does not then contain any rigidity and coheres so can eliminate the service life that the corrosion part increases this second device.

9. the pneumatic closed locking-proof pressure regulator that is used for air braking system as claimed in claim 6 is characterized in that this device can reconcile or interfere the circulation situation between between this protrusion position and this input hole and this delivery orifice.

10. the pneumatic closed locking-proof pressure regulator that is used for air braking system as claimed in claim 6, it is characterized in that having rapid release cover plate that a base housing protrudes the position to axially align this input hole and be fixed on a shrinkage pool place of this base housing, and form a sealing betwixt.

11. the pneumatic closed locking-proof pressure regulator that is used for air braking system as claimed in claim 1, it is characterized in that this isolation and centralization device can directly transmit hydraulic pressure this pedestal pressure chambers end to this base housing, wherein this hydraulic pressure forces its this inside face to contact this shock absorption device with this pressure that pressure reduction transfers to this this outside face end of secondary diaphragm device, it is attached on one second ora terminalis, makes this abutment means be fixed on this shock absorption device a stop position place in view of the above and forces this shock absorbent member of distortion to enter in the cylinder casing in an identical manner.

12. the pneumatic closed locking-proof pressure regulator that is used for air braking system as claimed in claim 6, the configuration that it is characterized in that a casing top half housing comprises this microscler shock absorbent member, this machine oil and 2 O type rings, being separately positioned on the casing top half pressure chamber contains in the relative semicircle counter bore of machine oil, it then is to set up by this abutment means that this microscler shock absorbent member has a non-position that excites, thus Yi Zhi reaction hydraulic pressure and prevent that this microscler shock absorbent member from damaging.

13. the pneumatic closed locking-proof pressure regulator that is used for air braking system as claimed in claim 1, it is characterized in that this valve and a plurality of brake actuator have a default fully relation, this input hole of this brake actuator can protrude by a conduit and link a relay valve delivery orifice, and this primary diaphragm device can be interfered between this side direction delivery orifice, this isolation and centralization device, between this discharge orifice and this first device by this centralization device and be sent to this hydraulic pressure of this output nose end by conduit, and then transfer to this two groups of brake actuator ends, it is relative, and when hydraulic pressure decays to the degree of bar pressure, first device is interfered the circulation situation between between the delivery orifice of this input hole and this side direction configuration and is allowed that hydraulic pressure enters in this relative actuator this conduit, this pedestal pressure chamber also can be synchronously this discharge orifice by this valve lower its amount of liquid to the degree that is equivalent to bar pressure.

14. the pneumatic closed locking-proof pressure regulator that is used for air braking system as claimed in claim 1, it is characterized in that this valve have isolate and the centralization device so that can guide hydraulic pressure to shake to the pedestal pressure chamber.

15. the pneumatic closed locking-proof pressure regulator that is used for air braking system as claimed in claim 1 is characterized in that this casing top half comprises this abutment means, is arranged on the position that this shock absorbent member one is stopped.

16. the pneumatic closed locking-proof pressure regulator that is used for air braking system as claimed in claim 1, it is characterized in that O type ring is arranged in this cylinder casing one casing top half housing, and machine oil has very little compressed capability, and the ambient air amount is contained in this cylinder pressure chamber therefore, this shock absorbent member that is in an excited state then can be out of shape and be entered this cylinder pressure chamber, but and machine oil then become aeration machine oil with compressed capability and sorption in the vibrations of the hydraulic pressure of this secondary diaphragm device and this shock absorption device.

17. as claim 1 to 6,8,10,11 to 14, each described pneumatic closed locking-proof pressure regulator that is used for air braking system in 16, it is characterized in that it being a pneumatically-locked loop-type anti-locking pressure-regulating device of Pneumatic braking system, it has complete design and assembling comes from a relay valve and passes through the hydraulic pressure that an input hole transmits so that can receive, and there is a transmission pipeline to transmit this hydraulic pressure to being positioned at air chamber relative on the single wheel shaft and arriving a pedestal pressure chambers end by it, this hydraulic pressure can by with the interconnective conduit of the relative air chamber relative delivery orifice of flowing through, this air chamber can receive this hydraulic pressure and fill up this air chamber, it is to produce mechanical lever effect and benefit by a push rod in view of the above, the end that this push rod is relative is fixed on the slack adjuster, this slack adjuster has an interface can link the worm gear that is positioned at an opposite end, the worm gear of this opposite end meshes the tooth bar end of a camshaft, the other end of this camshaft then constitutes one " S " shape cam, be somebody's turn to do the roller that " S " shape cam just can touch two groups of drum brake shoe plates whereby, this shoe plate is a half elliptic, wherein an end is that the latch structure other end then is a roller structure, be somebody's turn to do " S " shape cam arrangement between this brake strap roller, so should just have the contact place that torsion also can be rolled into this roller opposite end by " S " shape camshaft, the contact that has adjacency whereby, and can directly mesh this brake strap, the friction material of this brake strap then is to be riveted to the external world so that can contact the annular stop drum of a rotation and produce an interface with friction coefficient, there are a wheel and tire then to be linked to brake wheel separately in this, this tire can engage a road surface, this ground-surface has the interface of multiple parameter can be via tire, wheel, friction material, brake strap, roller, " S " shape cam, slack adjuster, push rod, the aggregation type interface of air chamber and hydraulic pressure and sending out, this parameter or input can produce analog pneumatic seismic wave signal, but green phase transmits to the compressed liquid interface of air chamber and conduit and with different speed, this signal surpasses Mach speed, this signal is unlimited variable in limit, and this signal is from this pedestal diaphragm end sensing, the interface of this pedestal diaphragm comprises a piston, this piston has the interface of an elongated elastic member, this elastic component then has an interface, be positioned at a relative end and have the rigidity cylinder inner wall, have the barometric pressure that is equivalent to the sea level when surrounding air, add 56.70 gram hydraulic oil simultaneously, can be by compression pedestal diaphragm, piston, elongated elastic member, surrounding air and hydraulic oil are regulated this variable simulation hydraulic pressure, its action requires to export the size of regulating breaking force on this countless variable signal entirely and decides, so can be released in the pressure at friction material-brake wheel interface by the mode of controlling the wheel revolutions angle, not need blowdown presssure to atmosphere.

18. the pneumatic closed locking-proof pressure regulator that is used for air braking system as claimed in claim 17, it is characterized in that this air braking system has Pneumatic brake clamp, these clamp then have an air chamber, can carry out clip, shoe plate or pad then are provided with friction material in wherein, or be riveted to 2 apparent surfaces' inside face end, and its configuration mode can directly be adjacent to a rotor rotated spring, this friction material can touch the outside face of a rotor, this rotor is arranged on the axle, this axle then is an end that is attached to the relative wheel hub of axletree, this rotor then is to be installed on a wheel and the tire, and these clamp are by hydraulic actuating, cause these clamp to be able to the surface that clip is lived this rotor, this interface that is arranged in this clamp one air chamber then produces the simulation pneumatic singal, and this air chamber can transmit the signal at this variable tire and interface, road surface, by this tire, rotor, clamp, the aggregation type interface of friction material and sending out, the simulation parameter of this input can by conduit transmit come from the clamp air chamber the Pneumatic hydraulic signal to pedestal diaphragm end, engageable this piston of this diaphragm whereby, this shock absorbent member, and hydraulic oil, wherein can carry out this simulation pneumatic singal of decipher, output unit then can directly return this signal from cylinder diaphragm end and give this clamp air chamber, but is the application force at these clamp of scalable-friction material interface and the angle rate of revolution of this wheel of automatic guidance in view of the above.

19. as claim 1 to 6,8,10, the described pneumatic closed locking-proof pressure regulator that is used for air braking system of each claim in 11 to 14, but it is characterized in that this pedestal diaphragm sensing analog pneumatic singal, it is a parameter, produced by angle rotation and interface, road surface, this pneumatic singal can transmit by this brake assemblies interface and this pressurization flow liquid, this flow liquid has an interface and links this relative air chamber and this cylinder diaphragm, this diaphragm can receive this pneumatic singal that is produced by this wheel angle rate of revolution, this cylinder diaphragm is together with this piston whereby, but this shock absorbent member and this hydraulic oil decipher are also regulated this simulation pneumatic singal, but and the output signal of transmitting attenuation, regulate the application force be arranged in this air chamber pressurized hydraulic and the angle rate of revolution of controlling this wheel in view of the above.

20. as claim 1 to 6,8,10, the described pneumatic closed locking-proof pressure regulator that is used for air braking system of each claim in 11 to 14, the angle rate of revolution that it is characterized in that this wheel transfers to a pedestal diaphragm automatically by conduit, this conduit is fully integrated to relative input nose end, this signal transfers to hydraulic pressure in the pedestal pressure chamber from air chamber, and the hydraulic pressure interface between this hydraulic pressure and this cylinder diaphragm promptly becomes the conductor that can handle pneumatic singal in this, and and then directly regulate this actuation force that is positioned at this air chamber, the signal of this transmission can be regulated in the enclosed type system between this air chamber and this cylinder diaphragm, and does not need discharged air to atmosphere.

21. as the described pneumatic closed locking-proof pressure regulator that is used for air braking system of each claim in the claim 1 to 8,10 to 14, it is characterized in that the pneumatic singal that produces by the interface between this brake friction material and this brake wheel is to transfer out from air chamber, this pneumatic singal has a transfer rate greater than Mach speed, and this pedestal diaphragm transmits the speed of pneumatic singal less than Mach speed in an enclosed type system, and therefore the energy automatic guidance is positioned at the angle rate of revolution of the wheel of an axletree opposite end.

22. the pneumatic closed locking-proof pressure regulator that is used for air braking system as claimed in claim 1, it is characterized in that this air chamber has the emergency braking wheel cylinder of a servo brake wheel cylinder and an adjacency, this emergency braking wheel cylinder system is by spring actuated, when Pneumatic pressure drops to 206.85kPa from 827.4kPa, this 206.85kPa pressure can unclamp this spring that is positioned at the emergency braking wheel cylinder, therefore and actuate braking interface between this friction material and this brake wheel, and therefore when this enclosed type system et out of order or damage and stop vehicle and advance.

23. the pneumatic closed locking-proof pressure regulator that is used for air braking system as claimed in claim 1, it is characterized in that when this hydraulic pressure when 827.4kPa drops to 413.7kPa, this air brake wheel cylinder is promptly actuated tractor truck automatically, a failure warning modulating signal in motorcoach or the truck driving compartment, one buzzer phone and pressure gauge, this signal instant playback also transmits message and gives steerman, so that warning this enclosed type system of steerman whereby might be et out of order, this alarm signal can allow steerman be able to divide pump machanism can stop vehicle voluntarily before facilitating stationary vehicle at this emergency braking and advance, can be engaged in the maintenance activity of this enclosed type system.

24. as claim 1 to 8,10 to 14, the described pneumatic closed locking-proof pressure regulator that is used for air braking system of each claim in 16, all there is defective on the surface that it is characterized in that this brake wheel and this this rotor and departs from situation, in the dynamic brake circulation time, this friction material can touch brake wheel or rotor, via a succession of ground change action, there are tiny slight crack and variable friction surface in this surface, and this frictional interface can produce heat and the swollen phenomenon that rises of material, depart from situation, and the variable simulation pneumatic singal that in the dynamic brake circulation, is produced, this signal then is to be sent to this pedestal diaphragm in a locked loop formula system, piston, this shock absorbent member and the machine oil that is distributed in wherein, and can regulate in view of the above and this signal that vibrates, the signal of this modulation promptly can be transferred into this air chamber or this clamp air chamber in this, and and then controls the angle rate of revolution of this wheel.

25. as claim 1 to 8,10 to 14, the described pneumatic closed locking-proof pressure regulator that is used for air braking system of each claim in 16, it is characterized in that between this brake wheel or rotor, and this interface system between friction material will touch dynamic contact, it is between this brake wheel or rotor rotated, this friction material is fixed on the contact place at interface, this interface has momentum and is to be in dynamically, in the phase place of off-centre and conversion, this phase place switching can be communicated to air chamber, this air chamber then can transmit the pneumatic output wave signal of variable simulation to this pedestal diaphragm end, this diaphragm then can this analog signal of sensing, in this this diaphragm, this piston, this shock absorbent member and this machine oil will produce output signal so that regulate the actuation force that is positioned at this air chamber hydraulic pressure by conduit, and this transmission operation then is to carry out in the circuit system of complete atresia.

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