CA2222884A1

CA2222884A1 - Method and apparatus for electronically monitoring air brake-stroke

Info

Publication number: CA2222884A1
Application number: CA 2222884
Authority: CA
Inventors: Wilhelm K. Sellin
Original assignee: Individual
Current assignee: Individual
Priority date: 1998-02-10
Filing date: 1998-02-10
Publication date: 1999-08-10

Description

DESCRIPTION OF THE INVENTION

eIR BRAKE-STROKE
The invention is a method and apparatus for electronically monitoring air brake-stroke travel and adjustment on air brake equipped motor vehicles and trailers, which alerts the operator if/when any brake is out of adjustment.
DRAWING # 1 shows a preferred rectangular shaped enclosure 1 which is suitably fixed to an adjustable slotted angle shaped bracket ~, and of which is secured to an air brake chamber bolt ~. The bolt 3 provides the necessary negative (-) D C (direct current) grounding means to activate (open) and close electronic circuit functions. The enclosure 1 also serves as an integral grounding component of the electronic signal warning system.
Within the rectangular enclosure 1 is a metallic torsion spring 8 suitably positioned, however, isolated and insulated from the enclosure 1 by non-conductive materials ~. 11n electrically conductive wire lead 10 connects the torsion spring a to a negative (-) ground wire lead of a electronic monitoring gauge 11 or other compatible electronic signalling device. The torque lever 12 of the torsion spring d normally rests against a metallic contactor pin 13 which serves as a "closed electrical circuit" grounding means. The electronic circuitry normally maintains a "closed circuit" atatus.
The suitable wired electronic monitoring gauge 11 contains L.E.D.'s 14 (light emitting diodes). One L.E.D, is positioned under each r~beel as displayed on the monitoring gauge 11 and each L.E.D, is visible through each transparent wheel overlay on the gauge face. Each L.E.D. 14 is electronically linked to a corresponding torsion spring switch assembly located within each enclosure 1. The monitoring gauge 11 is mounted ../2 inside the cab of a vehicle, or, as a variation, an elec-tronically activated warning buzzer, horn and/or warning lights) is mounted to the framework of a vehicle or trailer.
Each electronic warning device is audible and vis~.ble from the operators seated driving position) Any standard D C
(direct current) power supply provides the electrical means to operate the electronic warning system.
A non-conductive pin ~ is fixed into a two-piece collar 5 and is secured by a jamnut 6. The non-conductive pin 4 protrudes outwardly at a right angle away from the two-piece collar 5. The two-piece collar assembly 4, 5 and 6 is adjustably secured to an air brake chamber push rod ?. The non-conductive pin 4 of the two-piece collar assembly remains fixed at a preset distance from the torsion spring torque lever 12.
While brakes are in proper adjustment, the air brake chamber 20 push rod ~ travel distance is limited due to proper slack adjustment of the slack adjuster land due to the resistance of the brake shoes pressing against the wheel drum. However, when any brake is out of adjustment due to improper slack adjustment, the push rod 'T has little or no resistance, which allows excessive push rod travel when the operator applies the brakes. During such a brake application, as the push rod 7 continues to travel outwards and away from the air brake chamber 20, the brake will become out of adjustment. During a normal brake application, when push rod travel distance exceeds the allowable preset travel tolerance between the non-conductive pin ~ and the torsion spring torque lever 12, the non-conductive pin 4 pushes against the torque lever 12, which, in turn, causes the "normally closed" electrical cir-cuit between the contactor pin 4 and the torque lever 12 to open. As the "normally closed" electrical circuit opens, the monitoring device activates and displays a warning light or signal, alerting the operator that a brake is out of adjustment.
../3 An insulated metallic bolt 16 or an optional non-conductive bolt 16 is utilized to adjust and maintain adequate torsion sp ring tension and thus holds the torque lever 12 firmly against the grounded metallic contactor pin 13 and thereby assures a "normally closed " electronic circuit.
A cap 1? seals the uppermost end of the rectangular shaped enclosure 1. A slotted lower cap 18 permits the torque lever 12 to travel back and forth within the slot.
A lubricating nipple 19 is utilized to fill the entire inner cavity of the enclosure 1 with grease. The grease prevents contaminants and moisture from entering the enclosure 1 as well as providing lubrication for inner components.
DRAWING # 2 is a variation of the original design. It shows a similar electronic enclosure 1 complete with switching means.
However, for certain air brake chamber mounting applications, the two-piece collar 5 is positioned and fixed onto the push-rod T in close proximity to the push rod clevis jamnut 21 instead of being fixed near the air brake chamber 20. A non-conductive eye bolt 22 replaces the non-conductive pin ~.
The lowermost end of the torsion spring torque lever 12 is circular in shape. An adjustable cable, chain or strap 23 attaches to the torque lever 12 and to the eye bolt 22 of the two-piece collar assembly. This arrangement provides the means necessary to "pull" (instead of push, as described in Drawing #1) the "normally closed" circuit contactor pin 13 and the torque Sever 12 apart, thus creating an "open"
circuit position when a brakes) is out of adjustment. This action activates a corresponding L.E.D. 14 warning light within the suitably wired electronic monitoring gauge 11, or alternatively, activates any other compatible electronic warning device, thus alerting the operator.
Another variation described in Drawing # 2 is to attach the cable, chain or strap 23 to a breck~t 24, or to an extended slack adjuster clevis pin t3, or other suitable auxiliary mounting means.
1997 wilhelm K. Sellin