At present, the common problems with semi-trailer braking systems are: the trailer axle is lightweight when unloaded, it is prone to stalling, the deceleration is unreasonable, and the tiresSevere wear and tear can cause the brakes to be either flexible or ineffective. When overloaded, the trailer's weight is heavy, the deceleration is not ideal, and the braking distance increases, resulting in ineffective safety assurance.

In order to improve the above situation and ensure driving safety, our company has developed, designed, and manufactured a fully automatic continuously variable voltage semi-trailer

Emergency relay valve (pneumatic trailer king). This product meets the standard requirements, and the multi axle braking sequence starts from the rear axle with a delay of 0.04 seconds per axle, achieving reasonable synchronous braking of multiple axles, greatly improving braking deceleration and increasing tire service life.

The product meets the standards in terms of appearance, structure, and theoretical data. Evidence of customer feedback over the past three years (pneumatic trailer)

King). The synchronous emergency braking effect has been achieved for unloaded, standard load, and heavy-duty vehicles, effectively solving the problem of severe tire wear and the drawback of requiring switch adjustment for trailers. This truly achieves the ideal of light and heavy pedaling. Anti lock braking effect, braking deceleration

More practical than ABS.

At present, the three axle semi-trailer produced and used both domestically and internationally commonly experiences front axle brake failure and rear axle brake failure during unloaded braking, resulting in front axle dragging and tire wear, and asynchronous three axle braking. Causing significant economic losses to car owners, trailer manufacturers and owners often have disputes as a result. The reason for the asynchronous braking of the three axles: Currently, the three axle semi trailers produced are all front high and rear low, with light load on the front axle tires and heavy load on the rear axle tires. When the vehicle is driving with no load and braking, the brake relay valve or triple axle synchronous valve used is single chamber, and the brake pressure of several brake holes is the same. The front and rear axles brake with the same brake pressure. If the front axle is lightly loaded, it will die suddenly, and if the rear axle is heavily loaded, it will not die suddenly, causing the front axle to drag and grind the tires, and the triple axle brakes to be asynchronous, which becomes a major problem in braking. This new product can solve this major problem. The valve has two brake chambers (upper chamber and lower chamber), with the upper chamber having a higher brake pressure and the lower chamber having a lower brake pressure. During installation, the rear axle has a heavy load and the brake air circuit is connected to the air chamber, while the front axle has a light load and the brake air circuit is connected to the lower air chamber. When braking, the upper air chamber brake pressure is high, and the lower air chamber brake pressure is low. The rear axle brakes slightly earlier than the front axle, preventing the front axle brake from dying suddenly and synchronizing the three axle brakes