Why are trailer receiver covers essential for vehicle maintenance. How do they protect your hitch from damage and corrosion. What materials are best for durability and weather resistance. Which styles and designs are most popular among truck owners. How can a custom hitch cover enhance your vehicle’s appearance.
Understanding the Importance of Trailer Receiver Covers
Trailer receiver covers play a crucial role in maintaining the integrity and functionality of your vehicle’s hitch. These seemingly small accessories offer significant benefits that extend far beyond mere aesthetics. By shielding the receiver opening from dirt, debris, and moisture, they prevent corrosion and ensure your hitch remains in optimal condition for years to come.
Why should you invest in a quality trailer receiver cover. The answer lies in its ability to:
- Protect against rust and corrosion
- Keep out dirt, dust, and road grime
- Prevent insect nests and small animal intrusions
- Maintain the appearance of your vehicle’s rear end
- Extend the lifespan of your hitch receiver
With these benefits in mind, it’s clear that a trailer receiver cover is not just an accessory, but an essential component for any vehicle equipped with a tow hitch.
Top Materials for Durable Hitch Covers
When selecting a trailer receiver cover, the material plays a significant role in determining its durability and effectiveness. Various materials offer different benefits, catering to diverse needs and preferences. Here are some of the most popular options:
Rubber Hitch Covers
Rubber covers are known for their flexibility and weather resistance. They provide excellent protection against moisture and can withstand extreme temperatures without cracking or deteriorating. Their pliable nature also makes them easy to install and remove as needed.
Plastic Hitch Covers
Plastic covers offer a lightweight and cost-effective solution. They come in a wide range of colors and designs, making them a popular choice for those looking to add a personal touch to their vehicle. While not as durable as some other materials, high-quality plastic covers can still provide adequate protection for your hitch.
Metal Hitch Covers
For maximum durability, metal hitch covers are hard to beat. Typically made from aluminum or stainless steel, these covers offer superior protection against impacts and harsh weather conditions. They’re also an excellent canvas for custom designs and logos, making them a favorite among businesses and brand-conscious individuals.
Comparison of Hitch Cover Materials
| Material | Durability | Weather Resistance | Customization Options | Cost |
|---|---|---|---|---|
| Rubber | High | Excellent | Limited | Moderate |
| Plastic | Moderate | Good | Extensive | Low to Moderate |
| Metal | Very High | Excellent | Extensive | High |
Popular Styles and Designs in Trailer Receiver Covers
The world of trailer receiver covers extends far beyond basic functionality. Today’s market offers a wide array of styles and designs to suit every taste and preference. From minimalist covers that blend seamlessly with your vehicle to eye-catching designs that make a statement, there’s something for everyone.
Classic Solid Color Covers
Simple yet effective, solid color covers are a popular choice for those who prefer a clean, understated look. These covers often come in colors designed to match or complement your vehicle’s paint job, creating a cohesive appearance.
Logo and Emblem Covers
For brand enthusiasts and sports fans, logo covers offer a way to showcase your allegiances. Whether it’s your favorite sports team, car manufacturer, or lifestyle brand, these covers turn your hitch into a personal billboard.
Novelty and Humor Covers
If you’re looking to add a touch of personality or humor to your vehicle, novelty hitch covers are the way to go. From witty sayings to cartoon characters, these covers can be a great conversation starter at the gas station or campground.
Illuminated Covers
Taking functionality to the next level, illuminated hitch covers not only protect your receiver but also add an extra layer of visibility to your vehicle. These covers typically feature LED lights that activate with your brake lights or can be controlled independently.
Custom Hitch Covers: Personalizing Your Vehicle
For those seeking a truly unique look, custom hitch covers offer unlimited possibilities. These personalized accessories allow you to express your individuality, promote your business, or simply stand out from the crowd.
How can you create a custom hitch cover. Here are a few popular methods:
- 3D printing: Ideal for creating complex designs and shapes
- Laser engraving: Perfect for adding detailed text or images to metal covers
- UV printing: Allows for full-color designs on various materials
- Embroidery: Suitable for fabric-based covers, offering a unique textured look
When designing a custom hitch cover, consider factors such as visibility, legibility, and relevance to your personal or professional brand. A well-designed custom cover can serve as a mobile marketing tool or a unique expression of your personality.
Installation and Maintenance of Trailer Receiver Covers
Proper installation and maintenance of your trailer receiver cover are crucial for ensuring its effectiveness and longevity. While the process is generally straightforward, paying attention to a few key details can make a significant difference.
Installation Tips
Installing a trailer receiver cover is typically a simple process, but following these steps can ensure a secure fit:
- Clean the receiver opening thoroughly to remove any dirt or debris
- Check the cover for proper sizing before installation
- For plug-type covers, insert firmly until you feel it seat properly
- For covers with attachment mechanisms, ensure all fasteners are secure
- Test the cover’s fit by gently tugging on it after installation
Maintenance Best Practices
To keep your trailer receiver cover in top condition:
- Regularly clean the cover with mild soap and water
- Inspect for signs of wear or damage, especially after long trips
- Apply a UV protectant to plastic or rubber covers to prevent fading
- For metal covers, consider applying a thin coat of wax for added protection
- Store removable covers in a cool, dry place when not in use
By following these installation and maintenance practices, you can ensure your trailer receiver cover continues to protect your hitch effectively for years to come.
Choosing the Right Trailer Receiver Cover for Your Vehicle
Selecting the perfect trailer receiver cover involves considering several factors to ensure compatibility, functionality, and style. With the wide variety of options available, it’s essential to focus on what matters most for your specific needs.
Compatibility Considerations
The first step in choosing a trailer receiver cover is ensuring it’s compatible with your vehicle’s hitch. Consider the following:
- Hitch class and size (e.g., Class III 2-inch receiver)
- Vehicle make and model
- Any additional hitch accessories you use regularly
Functional Requirements
Think about how you use your vehicle and what you need from a hitch cover:
- Weather resistance for harsh climates
- Durability for frequent towing
- Easy removal if you switch between towing and not towing often
- Additional features like built-in steps or storage compartments
Style and Aesthetics
Your trailer receiver cover can be an extension of your personal style:
- Match your vehicle’s color scheme
- Showcase your interests or affiliations
- Complement your vehicle’s overall design aesthetic
- Make a statement with a unique or custom design
By carefully considering these factors, you can select a trailer receiver cover that not only protects your hitch but also enhances your vehicle’s functionality and appearance.
The Impact of Trailer Receiver Covers on Vehicle Resale Value
While often overlooked, the use of a trailer receiver cover can have a positive impact on your vehicle’s resale value. By protecting the hitch from damage and corrosion, you’re preserving an important component that future buyers will consider when evaluating your vehicle.
Preserving Hitch Condition
A well-maintained hitch receiver is a sign of a well-cared-for vehicle. Potential buyers will appreciate:
- Absence of rust or corrosion in the receiver opening
- Smooth operation of any moving parts
- Clean appearance of the hitch area
Demonstrating Vehicle Care
The presence of a quality hitch cover can indicate to buyers that you’ve taken good care of your vehicle overall. This attention to detail can translate to higher perceived value and potentially a better resale price.
Protecting Against Cosmetic Damage
Trailer receiver covers can prevent scratches and dings around the hitch area, maintaining your vehicle’s appearance. This preservation of aesthetic value can be particularly important for luxury or high-end vehicles where appearance plays a significant role in resale value.
While a trailer receiver cover alone won’t dramatically increase your vehicle’s resale value, it contributes to an overall impression of a well-maintained vehicle, which can certainly work in your favor when it’s time to sell or trade in your truck or SUV.
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Manganese concentrate production line (hydrometallurgy line)
Manganese concentrate production line (hydrometallurgy line)
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Line for the production of manganese concentrate (hydrometallurgy line) 2021
Article 21O
org/Offer”> 2 600 000.00 Sverdlovsk region, Nevyansk
Producer – LLC “UralAktiv”, Russia
Year of issue – 2021
Satisfactory condition
Lot (826/20-EKT)
Line, consisting of:
• ChemTank V=3 m 3
Capacity cylindrical vertical
Inner diameter 1500 mm, shell height 2320 mm
Conical bottom, flat lid
The main construction material is polypropylene PP-BS
• ChemTank Nutsch filter V=1 m 3 + drop catcher
Container cylindrical vertical
Inner diameter 1000 mm, shell height 1500 mm
Conical bottom, open lid
The main structural material is polypropylene PP-BS
• ChemTank bunker V=3 m 3
Rectangular container
Dimensions (l/w/h) – 2000/1500/1000 mm
With metal fins on the outer surface
The main structural material is polypropylene PP-BS
Metal fins – carbon steel with protective coating
• ChemTank V=2m 3
Container cylindrical vertical
Inner diameter 1500 mm, shell height 1800 mm
Conical bottom, flat lid
The main construction material is polypropylene PP-BS
• ChemTank Nutsch filter V=1 m 3 + drop catcher
Container cylindrical vertical
Inner diameter 1000 mm, shell height 1500 mm
Conical bottom, open lid
The main structural material is polypropylene PP-BS
• ChemTank bunker V=1 m 3
Rectangular container
Dimensions (l / w / h) – 1200/900/1000 mm
With metal fins on the outer surface
The main structural material is polypropylene PP-BS
Metal fins – carbon steel with protective coating
• Magnetic drive pump 10 m3/h, 0.
55 kW. Flowing part-PP – 4 pcs.
• Single control cabinet
• Vacuum pump, made in Italy
Contacts
Hartwich
Larisa Viktorovna
8 (909) 008-92-92
8 (343) 253-70-99
Decina
Alexander Alexandrovich
8 (905) 222-56-07
8 (812) 670-90-80 (ext. 7-387)
Golenitsky
Andrey Vladimirovich
8 (905) 222-56-01
8 (812) 670-90-80 (ext. 7-427)
Leasing application
Personal page of D.V. Fokin_Device_Tutorials
Brake
road train systems
In brake
road train systems are mainly used pneumatic
brake actuators . Connecting the brake lines of the tractor and trailer
when compiling a train, it is carried out most simply by such a drive. Due to the complexity
brake line connections links hydraulic brake actuators on
road trains are practically not used.
On road trains of small mass
sometimes used inertial brake actuators trailers. Principle
operation of such drives lies in the fact that when the trailer rolls onto the tractor
trailer brakes are activated by a special device. At the same time, the intensity
trailer braking depends on the intensity of its running on the tractor. The main advantage
of such a drive is the simplicity of design. However, it has a number of disadvantages.
During braking, the pushing force from the trailer is transferred to the tractor, which
worsens the stability of the road train. Since the trailer is only braked after a reduction
the speed of the tractor, the delay in the start of braking of the trailer is inevitable relative to
the start of braking of the tractor, which leads to an increase in the braking distance.
The disadvantage of the inertial drive is also that the trailer brakes can
turn on when the road train moves along the road with bumps. Therefore, inertial
the brake system is used only on trailers and semi-trailers with
gross weight of not more than 3.
5 tons, provided that it is not more than 75%
gross vehicle weight. In this case, the mass of the semi-trailer is understood to be
mass, the load from which is transferred to the axles of the semi-trailer. Weight, load from
which is transmitted to the fifth wheel, refers to the mass
tractor vehicle.
Last
time, intensive development work is being carried out aimed at
creation of electro-pneumatic brake actuators . Such drives
include two systems: control electronic and executive pneumatic.
Thanks to this, it is possible to significantly increase the speed of the brake
systems, as well as provide optimal laws and sequence of growth
braking torques on road train bridges.
First
pneumatic brake actuators consisted of a compressor, pressure regulator,
receiver, brake valve and actuators – brake chambers or brake
cylinders, and the road train drive additionally included a brake control valve
trailer on the tractor and air distributor on the trailer. Consolidation of brake
tractor and trailer systems were produced by a connecting line.
Last
time, the braking systems of cars and road trains have become much more complicated, which
associated with increased requirements for the efficiency and reliability of braking systems,
as well as the need to use compressed air to ensure operation
other devices.
In the brake
the trailer or semi-trailer system has a receiver with a supply of compressed air,
used to brake the trailer. Compressed air enters the trailer tank
from the brake lines of the tractor. Air supply control from the receiver to the executive
mechanisms of the brake system of the trailer is produced by an air distributor. IN
depending on the method of air supply to the trailer receiver and process control
brake drives of road trains are divided into single-wire and double-wire.
At
In a single-wire drive, the tractor and trailer are connected by one pneumatic line.
If the road train is not braked, compressed air from this line
the brake system of the tractor enters the receiver of the trailer. Compressed when braking
air is released from the connecting line, the installed on the
trailer air distributor.
As a result, the air from the trailer reservoir
goes to the brakes. When the trailer is torn off, the connecting line
breaks off, the air pressure in it becomes equal to atmospheric pressure, and the trailer brakes.
If
the brake drive is two-wire, the tractor and the trailer are connected by two lines:
one at a time, compressed air is supplied to the trailer receivers, and the second is the control one.
If braking is not performed, there is no pressure in the control line.
When braking, the pressure in the control line is set equal to
pressure in the brake line of the tractor. The air distributor provides
also the air supply from the trailer’s reservoir to the brake mechanisms in the event of a break
supply line.
Single wire
the drive has fewer devices and shorter piping, i.e.
is simpler and cheaper than two-wire. He is a long time
used in our country and in some countries of Western Europe. However, he
have certain disadvantages. During braking, the road train stops
air supply to the trailer receivers.
Therefore, with repeated braking, for example
long descents, the pressure in the trailer tanks may decrease significantly,
which will result in reduced braking performance. Single wire drive
Compared to two-wire, it also has a longer response time.
At
single-wire drive, the trailer brake system can be controlled
a special section of the brake valve or a valve associated with the brake
tractor system. If the control is performed by the brake valve section,
the latter is made in two sections: one section is used to control the brakes
trailer, and the second – tractor brakes. Brake valve section or control valve
trailer brakes provide compressed air from the brake line
tractor into the brake line of the trailer with the brake pedal released and
decrease in pressure in the connecting line – when pressed.
Principal
a diagram illustrating the operation of a single-wire brake actuator is shown in
rice. 1.
Drawing
1 – Schematic diagram of a single-wire brake actuator:
a
– trailer brake control valve; b – air distributor
1 – housing; 2 – stock; 3-
spring; 4 – diaphragm; 5 – stepped piston; 6 – cover; 7 – emphasis; 8 – graduation
valve; 9 – inlet valve; 10 – lower piston; 11 – spring; 12 – ball
valve; 13 – piston; 14 – spring; 15 – piston; 16 – stock; 17 – lamellar
valve; 18 – spring; A, B, C, D, D and E – cavities
To valve
trailer brake control terminal I is supplied with control pressure from the trailer brake line,
to terminal II from the tractor tank, and terminal III is connected to terminal IV of the air distributor installed on
trailer.
If the brake pedal is released, output I is connected to the atmosphere using a control valve. Under
spring action 3 stem 2 in combination with diaphragm 4 located
in the down position. Output II via
the open intake valve 9 is connected to the inlet III : compressed air is transferred through the connecting line to the inlet IV of the trailer air distributor. Simultaneously
compressed air enters cavities B and C. The pressure in them is the same, however
due to the fact that the area of the piston, which is affected by the pressure of the compressed
there is more air in cavity B , than in cavity B , piston moves
up until it stops in the cover 6. When pressure is reached in the connecting
line about 0.5 MPa lower piston 10 moves down, compressing
spring 11, closes the inlet and stops the air supply to
connecting line. When the air pressure in the connecting
line valve 10 under the action of the spring 11 rises and again
opens the inlet.
This maintains a constant pressure in
connecting line (about 0.5 MPa). In this case, stem 2 located
in the down position.
In progress
braking of the car, compressed air from the brake valve is supplied to the brake
to the tractor chambers and to the valve terminal I
trailer brake control. This leads to the fact that the pressure in the cavity A increases
and diaphragm 4, compressing the spring 3, moves the stem 2 up.
When the stem is moved upwards, the valve 9 is pressed against the valve seat 10 and
overlapped message between inputs II and III .
Further
upward movement of the stem causes its seat to come off the valve 8,
and bushing III connects to
atmosphere. The pressure in the connecting line is then reduced.
Proportional relationship between the increase in pressure in the cavity A and
decrease in pressure in the connecting line (follow-up action)
secured by stepped piston 5.
With decreasing pressure in the cavity
output III the pressure in cavity B decreases. At
In this case, the piston under the action of pressure in the cavities A and B moves
down to the stop 7 on the stem 2. As a result of this, the stem 2 will take the position
in which the balance of forces acting on it from above and below is ensured.
The forces of the spring 3, as well as the forces due to
pressure in the cavities A and B ; up – diaphragm forces and pressure in
cavity B . From this it follows that with increasing pressure in cavity A the state
equilibrium will be in the event that the pressure in the cavity B will decrease.
During braking, output I
connects with the atmosphere. Pressure in cavity A decreases, stem 2 under
action of the power spring 3 and the pressure in cavity B moves
down, valve 8 closes. With further movement of the stem down the valve
9 opens, reporting conclusions II and III .
When conclusions
II and III control valve connected, compressed air through inlet IV trailer control valve, return
valve 12 enters the trailer reservoir. In this case, the valve 17 spring
18 is pressed against its socket, and the cavity is D through stem bore 16
is connected to the cavity E and the atmosphere. Because the
the pressure on both sides of the piston 13, fixed on the rod 15, is the same,
it, under the action of the spring 14 , occupies the upper position. When decreasing
pressure in the connecting line valve 12 closes and the pressure in
cavity G becomes more pressure under the piston 13. Due to
this rod 16 moves down contacting valve 17, disconnects
cavity D from the atmosphere. With further movement, the stem opens the valve
17. As a result, the compressed air from the trailer tank starts
enter the brake chambers.
In this case, forces act on the rod 16 ,
due to the difference in pressure in the cavity D and the connecting
line, on the one hand, and excess pressure in the cavity G , with
another. The rod will be in equilibrium if these forces are equal.
Therefore, a decrease in pressure in the connecting line will lead to
increase the pressure supplied to the brake chambers of the trailer. When released
brake pedal, as shown earlier, the pressure in the connecting line
tractor and trailer increases. This leads to the rise of the stem 16, close
valve 17 and connecting the brake chambers to the atmosphere. Brake
trailer mechanisms are switched off, and compressed air from the brake system of the tractor
connecting line through the check valve 12 will enter the receiver
trailer.
Development
international transport has led to the need to standardize the types,
characteristics and dimensions of connecting devices for pneumatic brake
drives.
UNECE standards provide for the use on road trains only
two-wire brake drive, as the most reliable and
braking efficiency. Since in many countries for a long time
a single-wire drive was used in order to be able to complete
road trains of links equipped with brake systems with single-wire and
two-wire brake drives, began to produce tractors and trailers with a combined
a drive uniting elements of two-wire and single-wire brake drives.
Schematic
a modern two-wire trailer brake system is shown in Figure 2.
Figure 2 – Principal
two-wire brake actuator diagram:
1 – connecting head “Palm”; 2 —
main filters; 3 – trailer brake release valve; 4 – air distributor;
5— receiver; 6 — condensate drain valve; 7 – solenoid
valve; 8—automatic brake force regulator; 9- control valve
conclusion; 10 – brake chambers
Compressed
air through connecting heads 1 type “Palm” and through main filters
2 enters the supply line.
Compressed air then flows to the faucet.
3 braking; and then to air distributor 4 .
Brake
The (control) line of the two-wire actuator is connected to the outlet of the air distributor.
When connecting a road train using a two-wire circuit, compressed air from the receiver
the tractor vehicle is constantly fed through the supply line through
air distributor 4 to the receiver 5 of the trailer (semi-trailer).
At
braking of the vehicle-tractor working, parking or spare brake
compressed air system from the control valve of the two-wire brake actuator
trailer (semi-trailer) through the brake line enters the air distributor
trailer, which supplies compressed air from the receiver 5 through the regulator 8 brake
forces into the brake chambers 10 . In this case, the synchronous braking of the road train occurs.
When
when the tractor vehicle is braked, compressed air escapes into the atmosphere: from
the brake line of the trailer through the brake valve of the tractor; from brake chambers
trailer through the trailer air distributor.
In case
rupture of the connecting line, the pressure in the supply line drops,
the air distributor is triggered and the trailer self-locks in an emergency
(semi-trailer). At the same time, the air pressure drop in the brake system of the tractor
prevented by a single safety valve.
At
braking of a tractor vehicle by an auxiliary brake system electro-pneumatic
a switch installed on the towing vehicle closes the circuit of the electromagnetic
valve that opens and feeds into the brake chambers of the trailer (semi-trailer)
the appropriate amount of compressed air from the receiver. As a result, it happens
synchronous braking of the trailer, which provides stretching of the road train
when braking.
For control
actuators of the working brake system of the trailer with a two-wire
the drive is a combined air distributor (Fig. 3). To him
a release valve is attached, which provides release of the uncoupled
from a car trailer or semi-trailer. The air diffuser is attached to the frame
trailer.
Figure 3 – Air distributor:
1 – guide cap; 2 – valve body; 3-
cap; 4 – small piston; 5 – large piston; 6 – sealant; 7-
partition; 8 – stock; 9 – upper piston; 10 – magnetic holder; eleven –
spring; 12 – emphasis; 13 – spring; 14 – ball; 15 – stock; 16 – mesh filter;
17 – exhaust valve; 18 – inlet valve; 19 – spring; 20 – atmospheric
valve
Connecting
supply line from the trailer brake control valve (installed on
traction vehicle) is connected to terminal II , and the control brake line of the two-wire actuator is to
conclusion III . Output IV is connected to the actuators, and output I is connected to the trailer tank.
Between
the upper and lower parts of the air distributor housing, connected by bolts,
clamped baffle 7 with rubber seal 6. Cavity A bottom
parts of the body and the cavity In the upper part of the body are interconnected
channel B.
B
partition 7 is placed rod 8, sealed with a rubber ring. To stem 8
brazed top piston steel base 9, to which
spring and rests on the bottom, holding the stem 8 in the upper
position. Spring 11 rests on the other end of the baffle 7. K
piston base 9 pressed by magnetic holder 10 sealing
cuff. To the bottom of the stem 8 small piston 4 is pressed on, which
fits into large piston 5. Small piston 4 sealed in large piston 5
two rubber rings, and the large piston is sealed at the bottom
case with one rubber ring.
Bottom
housing parts housed plastic housing 2 valves and guide
cap 1, which is sealed with a rubber ring and is held in it by a persistent
ring. Cap 1 simultaneously serves as a spring support 19.
Top of valve body 2
put on the rubber ring of the exhaust valve 17, and on the protrusion in the middle
parts – inlet valve ring 18, resting on a brass seat
valve, pressed into the lower part of the air distributor housing.
Housing 2
valves are held in the upper position by a spring 19, supported
on the intake valve ring 18 through the cap 3. Housing 2 valves
sealed in guide cap 1 with an O-ring. To guide cap
riveted atmospheric valve 20.
To upper air terminal housing
the trailer release valve is attached with screws. It is made up of aluminum
housing, which houses the stem 15, sealed with rubber rings. IN
on the top of the valve body there is a stop 12 of the stem, held
ring. In stop hole 12 there is a locking device, consisting
of two balls 14 and a spring 13.
nets with a plastic frame.
When supplying compressed air through the supply
connecting line to terminal II air, bending
edges of the upper piston lip 9, passes through the channel B in the body and
output I to the trailer reservoir. At the same time, executive
mechanisms are connected to the atmosphere through an open exhaust valve 17, output
IV and atmospheric outlet V .
When braking, compressed air is supplied
through the brake line to the output III and, passing through the channel E into the cavity above the piston 5, moves
him down. In this case, the exhaust valve 17 closes and the intake valve 18 opens,
and compressed air from the trailer receiver enters the actuators connected
with pin IV . Air to outlet IV
until the pressure on the large piston is balanced 5
top and bottom. Thus, a follow-up action is carried out.
Crane stem 15
brake release of the trailer connected to the air distributor is in
top position. Compressed air from the connecting supply line through
output II of the brake release valve freely passes into the cavity D air distributor.
At
uncoupling the tractor from the trailer or semi-trailer, i.e. when opening the connecting
heads, compressed air from the connecting supply line escapes into the atmosphere
and the pressure in the output II and in the cavity D drops to zero.
The trailer is braked in emergency (actuator brakes
remain filled with compressed air as long as there is air in the receiver
trailer).
For braking
trailer, it is necessary to pull out the rod 15 of the release valve by the handle.
When moving to the lower position, the rod separates the outlet II of the valve and the cavity D of the air distributor. Then cavity G,
connected to the air tank of the trailer, communicates with the cavity D. When
In this case, compressed air from the receiver through the output I enters the cavity G and then into the cavity D of the air distributor.
Piston pressure 9 balanced top and bottom, piston 9 under
spring action 11 lifts, closes intake valve 18, a
outlet 17 opens and compressed air from actuators
exits via terminal IV in
atmosphere.
For
to brake the trailer, you must press the crane handle. At the same time, the stem 15
returns to the top position and stops.
Cavities G and D air distributor
are separated, and the cavity D is then connected to the output II of the brake release valve. Compressed air
from under the piston 9 escapes into the atmosphere, resulting in an emergency
trailer braking.
In progress
connecting the traction vehicle with the trailer rod 15 release valve
from the lower position automatically moves to the upper position under the action of a compressed
air connected to outlet II .
In connection with
this way the brake system of the trailer is freely filled with compressed air
(semi-trailer).
Power on
service brake system of the trailer (semi-trailer) with the auxiliary
the braking system of a tractor vehicle is produced using an electromagnetic
valve. This ensures the same braking efficiency of the links
road trains, which, in turn, contributes to the stability of traffic with the included
auxiliary brake system on slippery roads.
One solenoid contact
valve is connected to the vehicle frame, the other through a socket – with an electro-pneumatic
a switch that closes the contacts when the auxiliary brake is turned on
tractor vehicle systems.
Principal
the diagram of the solenoid valve is shown in Fig.4.
Figure 4 –
Schematic diagram of the solenoid valve:
1 – housing; 2 – small
piston; 3, 4, 11, 20 – spring; 5 – valve body; 6 – inlet valve; 7-
inlet valve seat; 8 – exhaust valve; 9 – exhaust valve seat; 10
– big piston 12 – adjusting screw; 13 – diaphragm; 14 – contacts; 15
– pneumoelectric switch; 16 – electromagnet; 17 – valve; 18 – saddle;
19– solenoid armature
Top of valve body 1
there is a small piston 2. Spring 3, located between the housing
and the piston, the piston is pressed down. Housing inserted into small piston 2
valves 5, on which the inlet 6 and outlet 8 valves are located.
Inlet valve seat 7 6 is mounted inside the small piston, and seat 9
exhaust valve 8 – on the big piston 10. When braking
not available, small piston 2 driven by compressed air supplied
from the receiver, compresses the spring 3 and takes the highest position.
The large piston 10 is lifted up by the spring 11 until it stops against the stops,
located on the solenoid valve body. Valve body 5 under
spring 4 moves to the lower position. In this case, the inlet valve 6
is closed and outlet 8 is open.
Electromagnet 16 is attached to body 1. Anchor
19 solenoid connected to the valve 17, blocking the hole
between cavities A and B. The body of the electromagnet is connected with a hole with
with atmosphere.
When turning on the auxiliary brake
of the tractor system in the pneumoelectric switch contacts are closed
electrical circuit and anchor 19 solenoid 16 with valve
17 moves away from the seat 18 and at the same time covers the hole c.
Compressed air from reservoir through valve 17
through channel and in housing 1 enters the cavity A. Under pressure
compressed air piston 2 moves down, closes the exhaust valve 8
and opens the inlet valve 6.
Compressed air from semi-trailer tanks
goes to the brake actuators. Simultaneously compressed air
through hole b in the housing enters the cavity above the large
piston 10. With increasing pressure in the cavity C , a respectively
and in brake chambers, above the specified piston 10, overcoming force
springs 11, moves down until the intake valve closes 6. Maximum
the pressure in the brake chambers is adjusted by screw 12.
So when braking
auxiliary brake system to the brake mechanisms of the semi-trailer is supplied
compressed air at a given pressure. The set pressure is set using
screws 12.
When turning off the auxiliary brake
system opens the circuit of the winding of the electromagnet.
