Bendix Commercial Vehicle Systems LLC

Allied Corporation

The Bendix Corporation

Alliedsignal Inc.

David J Knight

Charles E Eberling

William R Wurst

Roy E Bartholomew

James M Kubik

James E Szudy

Brian P Neal

Larry E Dienes

James P Koening

A parking brake control circuit engages the parking brake of a vehicle when the transmission of the vehicle is in the &ldquo;park&rdquo; position and the engine of the vehicle is turned off, without requiring the constant application of electrical power. The parking brake control circuit utilizes latching solenoid technology that eliminates the need for a constant voltage source. A time-delay relay is used to change the state of the latching solenoid. The time-delay relay is preferably activated through a circuit containing an engine oil pressure switch, a transmission park switch and a vehicle speed switch. Activation of the relay latches the solenoid in a position that allows the parking brake to be applied, without requiring the application of a constant voltage to the solenoid. Accordingly, the possibility of inadvertent brake application due to electrical failure is avoided.

Parking control circuit

An electronic air charge controller for a tractor trailer vehicle air brake system includes a micro controller, a first pressure sensor interface coupled to the micro controller, a second pressure sensor interface coupled to the micro controller, and a vehicle control protocol interface coupled to the micro controller. The micro controller, in response to a signal received from the first pressure sensor interface indicative of an air supply recharge condition, a signal received from the second pressure sensor indicative of parking brake engagement condition, and a signal from the vehicle control protocol interface indicative of an engine start condition, supplies a maximum engine speed control signal to the vehicle control protocol interface. The time required to charge the air supply system to the required normal operating level is thereby minimized. In addition, a transmission sensor interface is preferably coupled to the micro controller. The micro controller does not generate the maximum engine speed control signal unless a signal supplied by the transmission sensor interface indicates that an automatic transmission is in park or a manual transmission is in neutral. Still further, to improve operating efficiency, a vehicle load condition signal is supplied by the vehicle control protocol interface to the micro controller. In response, the micro controller supplies a pause air compressor charging cycle signal or a pause air dryer recycle signal to the vehicle control protocol interface, if either the air compressor or air dryer is operating when a high load condition is encountered.

Electronic air charge controller for vehicular compressed air system

An air dryer of the type fitted with a purge valve 92 is fitted with an input cut-off valve (81) which closes when the purge valve is opened in order that the compressor output line 2 is not vented thereby maintaining compressor and/or turbo charger pressure during off-load conditions.

Compressed gas apparatus

A compressed air system includes an air compressor the inlet of which is communicated to the vehicle engine turbocharger. The outlet of the air compressor is communicated through an air dryer to a storage reservoir. A governor is responsive to the pressure level in the reservoir to generate an unloading signal unloading the air compressor when the pressure in the reservoir attains a predetermined value. The unloading signal is also communicated through a control valve to purge the air dryer during compressor unloading. The control valve closes communication between the governor and the air dryer to trap a predetermined pressure level in the purge volume of the air dryer to prevent the air dryer from purging to atmospheric pressure. Accordingly, a predetermined air pressure level is maintained in the purge volume, so that the outlet of the turbocharger can never be communicated to atmospheric pressure.

Air dryer purge control for turbocharged compressors

A fluid pressure braking system for a heavy vehicle is provided with a supply reservoir and a pair of service reservoirs which are charged from the supply reservoir through a corresponding pair of pressure protection valves. The emergency/parking braking system is charged directly from the supply reservoir through a pressure protection valve which is set to open at a pressure level greater than that at which the pressure protection valves protecting the service reservoirs open. Accordingly, it is not possible to release the emergency spring brakes until the service reservoirs are charged to a safe operating level, and it is not possible to bleed down both of the service reservoirs and to thereby effect an emergency brake application due to a single failure in the systems.

Tractor air pressure braking system

Mechanism for cleaning and drying compressed gas (10) includes a housing (12) having an open end closed by an end cover (14). A desiccant canister (16) is mounted on a plate (24) which is clamped between the end cover (14) and the housing (12) so that the canister (16) is received within the housing (12). A circuitous passage (78) communicates an inlet port (76) with a sump cavity (68) which is communicated with the canister (16). Heat is transferred from the gas to the walls of the passage (78) as the gas passes therethrough. The passage (78) cants toward the sump (68) so that moisture tends to drain into the latter. A dump valve (110) periodically communicates the sump cavity (68) with atmosphere to thereby regenerate the desiccant in the canister (16) and to void the contaminants from the sump cavity (68).

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Avon Lake, OH, United States of America

David J Knight