GB2490925A

GB2490925A - Vehicle braking system

Info

Publication number: GB2490925A
Application number: GB201108330A
Authority: GB
Inventors: Dudley John Harrison; Carl Mellings
Original assignee: Haldex Brake Products Ltd
Current assignee: Haldex Brake Products Ltd
Priority date: 2011-05-18
Filing date: 2011-05-18
Publication date: 2012-11-21
Anticipated expiration: 2031-05-18
Also published as: GB201108330D0; GB2490925B

Abstract

Braking system 10 comprising a brake actuator 23 having a service brake chamber 23b, a spring brake chamber 23a and a spring, wherein supply of pressurised fluid to the service brake chamber 23b causes the brake actuator 23 to apply the brake, supply of pressurised fluid to the spring brake chamber 23a causes the brake actuator 23 to move against the force of the spring to release the brake and release of pressurised fluid from the spring brake chamber 23a causes the brake actuator 23 to move under the action of the spring to apply the brake. The braking system including a control line 27,30 which connects a source of a fluid pressure braking demand signal to the service brake chamber 23b via a braking control valve assembly 25 and a supply line 16,21 which connects a source of pressurised fluid to the spring brake chamber 23a. The system further including a cross-over line 34 which connects the supply line 16,21 and the control line 27,30 upstream of the brake valve assembly 25, and a double check valve 36 which is movable between a first position in which flow of fluid along the cross-over line is substantially prevented whilst flow of fluid along the supply line 16, 21 to the spring brake chamber 23a of the brake actuator 23 is permitted, and a second position in which flow of fluid between the control line 27, 30 and the spring brake chamber 23a of the brake actuator 23 via the cross-over line 34 and the supply line 16, 21 is permitted.

Description

Title: Vehicle Braking System

Description of Invention

The present invention relates to a braking system, particularly, but not exclusively to a braking system for a trailer of a road vehicle comprising a tractor and trailer combination.

Large commercial trailers are typically fitted with two types of brake actuator -a service actuator in which air pressure on a piston or diaphragm pushes a rod which applies mechanical turning force to the input shaft of the brake, and a service/spring actuator which includes, in addition to a service actuator, a spring actuator comprising an internal coil spring which acts on the pushrod, which can be compressed when a second chamber is pressurised. The brakes can be applied therefore by either increasing pressure supplied to the service actuator as normal, and/or by a reducing the pressure supplied to the spring actuator. A common configuration, for example, is a semi-trailer with three axles, the front of which has service actuators and the middle and rear of which has service/spring actuators. Other combinations are possible, however.

in the normal driving condition the spring actuators are pressurised from the compressed air supply line (or trailer reservoir) to hold them off. Graduated braking in response to driving demand for braking is effected via the service actuators.

If the compressed air supply (or trailer reservoir) pressure falls, the pressure to the service actuators falls with it, reducing the applied force to the brake. At the same time, however, the pressure in the spring actuators is reducing by the same amount, which results in substantially the same braking force being maintained until and including when the supply line or reservoir is completely empty. Normally a park valve is also included in the supply line, which allows the pressure in the spring actuators to be exhausted in order to positively park the trailer.

It is also normal practice to include an emergency apply function to a trailer brake system. This acts when the pneumatic supply line (red line') to the trailer is disconnected, exhausted or severed (thereby preventing the trailer reservoir from being replenished with compressed air). The emergency apply function acts on either the service actuators pj the spring actuators, and can be required due to a fault when the vehicle is moving.

Usually a shunt valve is also included to divert air from the trailer reservoir to defeat the emergency apply function in order to allow the trailer to be moved (shunted') without connection to a towing vehicle with a compressed air supply. This may be required, for instance, at a distribution depot or ferry terminal.

Emergency braking by the supply of pressurised fluid to the service actuators (i.e. via the service brake line) has an advantage in that this flow of fluid is normally controlled by the electronic braking system (EBS) or anti-lock braking system (ABS) of the trailer. The vehicle can either be immediately brought to a safe stop with the benefit of the anti-lock function, or the emergency brake application can be held off whilst the driver is warned of the situation. The driver may then bring the vehicle to a safe stop at the side of the road using normal service braking.

Emergency braking using the spring actuators, i.e. by the release of fluid from the spring line, can be less complex, but has disadvantages in that it is not normally possible to provide an anti-lock function without additional components which then makes the solution more complex than the service solution. One solution to this problem is presented in DE35221 83C1. In the system proposed in this document an electrically operated valve is provided to control the release of pressurised fluid from the spring brake. If wheel-lock is detected, this valve may be operated as an ABS valve to stop, momentarily, release of fluid from the spring brake.

In an alternative proposal, disclosed in EF1 538054, the braking system is provided with a means for preventing the emergency application of the spring brake in the event of loss of pressure in the spring brake circuit, and the service braking circuit downstream of the or each modulator associated with brake actuators on one side of the vehicle is connected to the spring brake line via a shuttle valve. The shuttle valve is configured such that pressurised fluid is supplied to the spring brake line from this portion of the service braking circuit when the fluid pressure in the spring brake line is lower than the pressure in the service brake circuit. Thus fluid from one half of the service braking circuit is used to prevent the application of the spring brake. The service braking circuit may then be used to apply the brakes to bring the vehicle to a halt. The ABS is disabled on the one side of the vehicle, however, to avoid chattering of the spring brake during an ABS intervention, but can be operated as normal on the other side of the vehicle.

According to a first aspect of the invention we provide a vehicle braking system comprising a brake actuator which is operable to adopt a brake apply position in which the actuator may apply a braking force to a vehicle wheel and a brake release position in which the actuator may release any braking force applied to a vehicle wheel, the brake actuator having a service brake chamber, a spring brake chamber and a spring, and being configured such that supply of pressurised fluid to the service brake chamber causes the brake actuator to move to the brake apply position, supply of pressurised fluid to the spring brake chamber causes the brake actuator to move against the biasing force of the spring to the brake release position and release of pressurised fluid from the spring brake chamber causes the brake actuator to move under the action of the spring to the brake apply position, the braking system further including a control line which in use connects a source of a fluid pressure braking demand signal to the service brake chamber via a braking control valve assembly and a supply line which in use connects a source of pressurised fluid to the spring brake chamber, wherein the system further includes a cross-over line which connects the supply line and the cross-over line upstream of the brake valve assembly, and a double check valve which is movable between a first position in which flow of fluid along the cross-over line between the control line and the supply line is substantially prevented whilst flow of fluid along the supply line to the spring brake chamber of the brake actuator is permitted, and a second position in which flow of fluid between the control line and the spring brake chamber of the brake actuator via the cross-over line and the supply line is permitted, but any other flow of fluid along the supply line is substantially prevented.

In one embodiment of the invention the double check valve is configured such that it adopts the first position if the fluid pressure in the supply line is greater than the fluid pressure in the control line, and adopts the second position if the fluid pressure in the control line exceeds the fluid pressure in the supply line.

In this case, the double check valve may be provided with a resilient biasing element or spring which biases the valve member in the first position.

The brake valve assembly preferably comprises at least one modulator which has a control port which is connected to the control line for receipt of a fluid pressure braking demand signal, a supply port which is connected to a source of pressurised fluid, a delivery port which is connected to the service brake chamber, and an exhaust port which vents to a low pressure region, the modulator being operable to move between a build configuration in which the supply port is connected to the delivery port whilst the exhaust port is closed, a hold configuration in which the exhaust port and the supply ports are closed and an exhaust configuration in which the delivery port is connected to the exhaust port whilst the supply port is closed.

The vehicle braking system may further comprise a pressurised fluid reservoir which is connected to the control line upstream of the cross-over line via a brake apply valve. The brake apply valve is preferably movable between a first configuration in which the brake apply valve substantially prevents flow of fluid from the pressurised fluid reservoir to the control line, and a second in which the brake apply valve allows flow of fluid from the pressurised fluid reservoir to the control line.

The vehicle braking system may further comprise an emergency apply valve which is provided in the supply line upstream of the cross-over line. The emergency apply valve is preferably movable between a first position in which flow of fluid along the supply line is permitted and a second position in which the emergency valve member connects the spring brake chamber to a low pressure region, typically the atmosphere. In this case, a resilient biasing element is provided to urge the emergency apply valve into the second position. The emergency apply valve may be provided with a control input, movement of the emergency apply valve from the second position to the first position being achieved by the supply of pressurised fluid to the control input at sufficient pressure to overcome the force of the resilient biasing element.

Embodiments of the invention will now be described, by way of example only, with reference to the following figures, of which, FIGURE 1 shows a schematic illustration of a braking system according to the invention in normal service braking mode, FIGURE 2 shows a schematic illustration of a braking system according to the invention in autonomous or forced braking mode, FIGURE 3 shows a schematic illustration of a braking system according to the invention in normal parking mode, FIGURE 4 shows a schematic illustration of a braking system according to the invention when the supply line is disconnected from the source of pressurised fluid, FIGURE 5 shows a schematic illustration of a braking system according to the invention when the supply line is disconnected from the source of pressurised fluid and the brake apply valve is energised to over-ride the automatic application of the spring brake, FIGURE 6 shows a schematic illustration of a braking system according to the invention in shunt mode.

Referring now to Figure 1 there is shown a braking system 10 for a trailer of a vehicle comprising a tractor and a trailer or semi-trailer. The braking system comprises a supply line 12 which is adapted to be connected to a source of pressurised fluid, typically compressed air, on a tractor to which the trailer is coupled. The supply line 12 extends first input 14a of a shunt valve 14, the output 14b of the shunt valve 14 being connected to a junction between an emergency apply line 16 and a park line 18. The emergency apply line 16 extends to an input 20a of an emergency apply valve 20, whilst the park line 16 extends to an input 22a of a park valve 22. The output 20b of the emergency apply valve 20 is connected to the spring brake chamber 23a of a service I spring actuator 23 via a spring brake line 21. The emergency apply valve 20 is also provided with a control input 20c which is connected to an output 22b of the park valve 22.

Two one-way check valves 24a, 24b are provided in the emergency apply line, both being oriented to allow flow of fluid from the shunt valve 14 to the emergency apply valve 20 but to prevent flow of fluid in the other direction along the emergency apply line 16, i.e. away from the emergency apply valve 20.

A trailer reservoir supply line 26 extends from the emergency apply line 16 between the two check valves 24a, 24b to a pressurised fluid reservoir 28 mounted on the trailer. An outlet from the trailer reservoir 28 is connected to a second input 14c of the shunt valve 14.

There is also provided a control line 30 which is adapted to be coupled to a braking control line on a tractor to which the trailer is coupled, the braking control line carrying a fluid pressure braking demand signal generated when a driver of the vehicle operates a brake pedal or the like to indicate a need for braking. The control line 30 is connected to a first input 32a of a brake apply valve 32, an output 32b of the brake apply valve 32 being connected to control input of a conventional electrical braking system (EBS) control valve assembly via a service brake line 27. The EBS control valve assembly 25 typically comprises at least a modulator and is connected to the service brake chamber 32b of a brake actuator 32. The modulator has a control port which is connected to the control line for receipt of a fluid pressure braking demand signal, a supply port which is connected to a source of pressurised fluid, a delivery port which is connected to the service brake chamber, and an exhaust port which vents to a low pressure region, and is operable to move between a build configuration in which the supply port is connected to the delivery port whilst the exhaust port is closed, a hold configuration in which the exhaust port and the supply ports are closed and an exhaust configuration in which the delivery port is connected to the exhaust port whilst the supply port is closed.

Various configurations of modulator are well known to those of skill in the art.

The EBS control valve assembly 25 is operable to provide anti-lock braking control.

A second input 32c of the brake apply valve 32 is connected to the trailer reservoir supply line 26.

The spring brake line 21 is connected to the service brake line 27 via a cross-over line 34. The spring brake line 21 is divided into first 21a and second 21b portions by a double check valve 36, the first portion 21a extending from the double check valve 36 to the emergency apply valve 20 and the second portion 21b extending from the double check valve 36 to the spring chamber 23a of the brake actuator 23. The cross-over line 34 extends to the double check valve 36 which has a valve member which is movable between a first position in which flow of fluid along the cross-over line 34 between the service brake line 27 and the spring brake line 21 is substantially prevented whilst flow of fluid along the spring brake line 21 to the spring brake chamber 23a of the brake actuator is permitted, and a second position in which flow of fluid between the cross-over line 34 and the second portion 21 b of the spring brake line 21 is permitted, but flow of fluid along the first portion 21a of the spring brake line 21 is substantially prevented. The double check valve is also configured such that it adopts the first position if the fluid pressure in the spring brake line 21 is greater than the fluid pressure in the service brake line 27, and 1 0 adopts the second position if the fluid pressure in the cross-over line 34 exceeds the fluid pressure in the spring brake line 21. In this example, the double check valve is provided with a resilient biasing element or spring which biases the valve member to the first position. As such, the valve member will not move from the first position to the second position until the fluid pressure in the service brake line 27 exceeds the fluid pressure in the spring brake line 21 by an amount which is sufficient to overcome the force of the spring.

It should be appreciated, however, that the double check valve 36 need not be provided with a biasing element, and the valve member may move between the first and second positions when there is any pressure differential between the cross-over line 34 and the spring brake line 21.

The shunt valve 14 is movable between a first position (illustrated in Figure 1) in which the first input 14a is connected to the output 14b whilst the second input 14c is closed, and a second position in which the first input 14a is closed and the second input 14c is connected to the output 14b. In this example, the shunt valve 14 is adapted to be moved manually between the first and second positions.

The emergency apply valve 20 is movable between a first position (illustrated in Figure 1) in which the first input 20a is connected to the output 20b and a second position in which the first input 20a is closed and the output 20b vents to a low pressure region (typically to atmosphere). Mechanical biasing means (in this example a spring) is provided to urge the emergency apply valve 20 into the second position. Movement of the emergency apply valve 20 from the second position to the first position is achieved by the supply of pressurised fluid to the control input 20c at sufficient pressure to overcome the force of the biasing means.

The park valve 22 is movable between a first position (illustrated in Figure 1) in which the input 22a is connected to the output 22b and a second position in which the input 22a is closed and the output 22b vents to a low pressure region (typically to atmosphere). In this example, the park valve 22 is adapted to be moved manually between the first and second positions.

The brake apply valve 32 is movable between a first position (illustrated in Figure 1) in which the first input 32a is connected to the output 32b, whilst the second input 32c is closed, and a second position in which the first input 32a is closed and the third input 32c is connected to the output 32b. The brake apply valve 32 is electrically operable, in this example, by means of a solenoid.

Mechanical biasing means (in this example a spring) is provided to urge the brake apply valve 32 into the first position. Movement of the brake apply valve 32 from the first position to the second position is achieved by the supply of an electrical current to the solenoid 32d.

The braking system is operated as follows.

When the trailer is coupled to a tractor, and there is normal service braking, the braking system is configured as shown in Figure 1. The shunt valve 14 and park valve 22 are set to their first positions, and there is no supply of electrical current to the brake apply valve 32. The supply line 12 is connected to a source of pressurised fluid on the tractor, and pressurised fluid passes to the control input 20c of the emergency apply valve 20 via the park line 18 and the park valve 22. The presence of pressurised fluid at its control input 20a causes the emergency apply valve 20 to move to its first position whereby the first input 20a is connected to the output 20b. As a result, pressurised fluid passes along the emergency apply line 16 via the shunt valve 14, and then to the spring brake chamber 32a of the brake actuator 32b via the emergency apply valve 20 and spring brake line 21. The fluid pressure in the spring brake chamber 32a overcomes the biasing force of the spring and the actuator acts to release the brake.

Pressurised fluid also passes from the tractor to the trailer reservoir 28 via the trailer reservoir supply line 26 so that the trailer reservoir 28 is charged with pressurised fluid.

When a driver of the vehicle generates a fluid pressure braking demand signal, this passes along the braking control line 30 to the EBS valve assembly 25, resulting in the supply of fluid pressure to the service braking chamber 23b of the brake actuator 23, and the gradual application of brake pressure in line with driver demand for braking. A conventional anti-lock function may be provided by means of modulating valves in the EBS valve assembly 25.

The system 10 may be operated to provide service braking even when there is no fluid pressure braking demand signal by the supply of an electrical current to the brake apply valve 32. This causes the brake apply valve 32 to move to its second position in which the first input 32a is closed and the second input 32c is connected to the output 32b, as illustrated in Figure 2. Fressurised fluid then passes from the supply line 12 through the shunt valve 14 to the emergency apply line, through the first one way check valve to the trailer reservoir supply line 26, then on to the EBS control valve assembly 25 via the brake apply valve 32. The service brake chamber 23b of the actuator 23 may therefore be pressurised autonomously, i.e. without driver initiated braking demand, or with a higher pressure than provided by the fluid pressure braking demand signal. Such automonous service braking may be required in an automatic stability control system.

The double check valve 36 ensures that whilst the braking demand pressure is less than the supply reservoir pressure or greater than the supply reservoir pressure by an amount which is not sufficient to overcome the biasing force of the biasing element in the double check valve 36, there is no flow of fluid from the service braking line 27 to the spring brake line 21.

When operating in normal service braking mode, the spring brake can be applied by moving the park valve from its first position to its second position, as illustrated in Figure 3. This causes fluid pressure at the control input 20c of the emergency apply valve 20 to be vented to atmosphere at the park valve 22, and the emergency apply valve 20 to move under the action of its biasing means to its second position in which its output 20b vents to atmosphere, and its input 20a is closed. Pressure is therefore released from the spring brake chamber 23a of the brake actuator 23 at the emergency apply valve 20 and the actuator 23 moves in response to the spring force to apply the brake.

If the supply line 12 is disconnected from its supply of pressurised fluid, and there is no supply of electrical current to the brake apply valve 32, the braking system adopts the configuration shown in Figure 4. The release of pressure from the supply line 12 and the park line 18 causes the emergency apply valve to move under the action of the biasing means to its second position in which the output is exhausted to atmosphere and the input 20a is closed.

Fluid pressure is therefore released from the spring brake chamber 23a of the brake actuator 23 and vented to atmosphere at the emergency apply valve 20, and the actuator 23 moves in response to the spring force to apply the brake.

For all the functions described above, the cross-over line 34 plays no part. It could therefore be omitted and the system 10 would still operate exactly as described. The presence of the cross-over line 34 is, however, required for the braking system to be operated as follows. If the supply line 12 is disconnected from its source of pressurised fluid (resulting in the venting of the spring brake chamber 23a as described above in relation to Figure 4), and electrical current supplied to the brake apply valve 32, the service braking line 27 is connected to the trailer reservoir 28 as shown in Figure 5. As the fluid pressure in the spring brake line 21 decreases, the fluid pressure in the service braking line 27 will, at some point, exceed the pressure in the spring brake line 21 by an amount which is sufficient to move the valve member of the double check valve 36 from its first position to its second position. As a result, there is flow of fluid from the service braking line 27 to the spring brake chamber 23a of the brake actuator 23 via the cross-over line 34 and the second portion 21 b of the spring brake line 21. Exhaustion of the spring brake chamber 23a is therefore prevented, and the spring brake is not applied. In other words, by energising the brake apply valve 32, the emergency application of the spring brake is overridden.

It will be appreciated, however, that energising the brake apply valve 32 also results in flow of pressurised fluid to the EBS control valve assembly 25 and the simultaneous application of the service brake. Thus, where the supply line 12 is accidently disconnected, even if there is no emergency application of the spring brake, a braking force is still applied to the vehicle, albeit via the service brake. This means that the normal anti-lock braking functions can be applied during the emergency braking by energising the brake apply valve 32.

The braking system 10 may include a pressure sensor 38 in the emergency apply line 16 between the first one way valve 24a and the connection to the park line 18. If this pressure sensor 38 is connected to an electronic control unit (ECU not shown) which controls operation of the electrically operated valves in the braking system (including the brake apply valve 32 and the electrically operated valves in the EBS control valve assembly 25), the ECU can be programmed always to energise the brake apply valve 32 to override the emergency application of the spring brake whenever a sudden drop in the pressure in the emergency apply line 16 is detected, or whenever the pressure in the emergency apply line 16 falls below a predetermined level. The ECU may alternatively be programmed to energise the brake apply valve 32 to override the emergency application of the spring brake when a sudden drop in the pressure in the emergency apply line 16 is detected, or when the pressure in the emergency apply line 16 falls below a predetermined level, but only if certain other predetermined criteria are met -if the vehicle speed exceeds a predetermined level, or if the fluid pressure in the trailer reservoir 28 exceeds a predetermined level, for example.

The ECU may also be programmed to use the EBS control valve assembly to suppress the activation of the service brakes -for example by using modulating solenoid operated valves in the EBS control valve assembly to exhaust the pressure from the service braking line 27. The double check valve 36 prevents flow of fluid from the spring brake chamber 23a back to the service braking line 27, SO if this is done after the spring brake chamber 23a in the brake actuator 23 is pressurised, the spring brake will remain released, and so no braking force will be applied to the vehicle.

The ECU is preferably programmed to activate a signal warning a driver of the vehicle that the supply of pressurised fluid to the supply line 12 has been broken via a CAN bus connection to the driver's cab. The signal may be visual -a warning light or the like, or audible -a buzzer, bell or the like, or preferably both. The driver may then make a decision to activate the brakes himself, in which case, an electrical braking demand signal is transmitted directly to the brake valve assembly 25 via a CAN bus to effect service braking.

The ECU may further be programmed such that, once the vehicle has come to a halt, it operates the EBS control valve assembly 25 to hold the pressure in the service brake chamber 23b of the brake actuator 23, whilst the brake apply valve 32 is deenergised, allowing the spring brake line 21 to exhaust through the double check valve 36 and the emergency apply valve 20. Once the spring brake chamber 23a is deenergised, the spring brake is applied, and the EBS control valve assembly 25 is operated to exhaust the service brake chamber 23b.

Release of the spring brake occurring as a result of actuation of the park valve 22 as described in relation to Figure 3 above may also be overridden by actuation of the brake apply valve 32. In order to do this, a further pressure sensor 40 may be provided in the park line 18 between the control input 20c of the emergency apply valve 20 and the output 22b of the park valve 22. The further pressure sensor 40 may also be connected to the braking ECU which may be programmed to respond to a sudden reduction in pressure signal from the further pressure sensor 40 in the same way as described above in relation to the first pressure sensor 38.

It should be appreciated that, whilst in the embodiment of the invention described above two pressure transducers 38, 40 are provided, this need not be the case. The further pressure transducer 40 can be provided instead of the first pressure transducer 38, as the further pressure transducer 40 also detects the loss of pressure in the supply line 16. The provision of both pressure transducers 38, 40 allows the system to discriminate between loss of pressure to the control input 20c of the emergency apply valve 20 as a result of loss of supply pressure from the loss of pressure caused by operation of the park valve 22.

If, when the spring brake chamber 23a is exhausted to atmosphere as described above in relation to Figures 3 and 4, the driver generates a braking demand signal, the pressure in the service brake line 27 may be sufficient to overcome the force of the biasing element in the double check valve 36 and so there may be flow of fluid into the spring brake chamber 23a from the service braking line 27 via the cross-over line 34 and the second portion 21 b of the spring brake line 21 b. This could result in the partial release of the spring brake. This would, however, be countered by the simultaneous application of the service brake, and so there need not be any overall loss of braking force.

For completeness, it should be appreciated that the shunt valve 14 may be operated to release the parking brake without the need for electrical power, for example if the trailer is disconnected from a tractor but needs to be moved around a depot or the like. This can be done by moving the park valve 22 to its first position, and moving the shunt valve 14 to its second position, as illustrated in Figure 6. Fressurised fluid flows from the trailer reservoir 28 to the control input 20c of the emergency apply valve 20 via the park line 18 and the park valve 22. The pressure at the control input 20c moves the emergency apply valve 20 to its first position and the trailer reservoir 28 is thus connected to the spring brake chamber 23a via the emergency apply line 16, the emergency apply valve 20 and the spring brake line 21. The resulting flow of 1 0 pressurised fluid to the spring brake chamber 23a results in the release of the spring brake. The spring brake can be reapplied by returning the shunt valve 14 to its first position.

To avoid damage to the brake or brake actuator due to the simultaneous application of the spring brake and the service brake (compounding of the brakes), the EBS control valve assembly 25 may also include a further double check valve in a line connecting the second portion 21b of the spring brake line 21 to the delivery port of the modulator or one of the modulators in the EBS control valve assembly 25. This double check valve is configured such that no flow of fluid along this line is permitted unless, when the spring brake chamber 23a is exhausted (and so the spring brake applied), there is demand for service braking. Then, there is flow of pressurised fluid to the spring brake chamber 23a (to release the spring brake) in addition to flow to the service braking chamber 23b.

The pressurised fluid used in the invention is preferably compressed air, but any other fluid may be used instead, and the invention could equally be employed in a hydraulic braking system.

When used in this specification and claims, the term "line" covers any type of conduit for pressurised fluid including a passage or bore through a housing, a hose, pipe or tube. It should also be appreciated that, whilst in this example, the spring brake line 21 and the service braking line 27 may be connected to more than one brake actuator.

When used in this specification and claims, the terms "comprises" and "comprising" and variations thereof mean that the specified features, steps or integers are included. The terms are not to be interpreted to exclude the presence of other features, steps or components.

The features disclosed in the foregoing description, or the following claims, or the accompanying drawings, expressed in their specific forms or in terms of a means for performing the disclosed function, or a method or process for attaining the disclosed result, as appropriate, may, separately, or in any combination of such features, be utilised for realising the invention in diverse forms thereof.

Claims

CLAIMS1. A vehicle braking system comprising a brake actuator which is operable to adopt a brake apply position in which the actuator may apply a braking force to a vehicle wheel and a brake release position in which the actuator may release any braking force applied to a vehicle wheel, the brake actuator having a service brake chamber, a spring brake chamber and a spring, and being configured such that supply of pressurised fluid to the service brake chamber causes the brake actuator to move to the brake apply position, supply of pressurised fluid to the spring brake chamber causes the brake actuator to move against the biasing force of the spring to the brake release position and release of pressurised fluid from the spring brake chamber causes the brake actuator to move under the action of the spring to the brake apply position, the braking system further including a control line which in use connects a source of a fluid pressure braking demand signal to the service brake chamber via a braking control valve assembly and a supply line which in use connects a source of pressurised fluid to the spring brake chamber, wherein the system further includes a cross-over line which connects the supply line and the cross-over line upstream of the brake valve assembly, and a double check valve which is movable between a first position in which flow of fluid along the cross-over line between the control line and the supply line is substantially prevented whilst flow of fluid along the supply line to the spring brake chamber of the brake actuator is permitted, and a second position in which flow of fluid between the control line and the spring brake chamber of the brake actuator via the cross-over line and the supply line is permitted.
2. A vehicle braking system according to claim 1 wherein the double check valve is configured such that it adopts the first position if the fluid pressure in the supply line is greater than the fluid pressure in the control line, and adopts the second position if the fluid pressure in the control line exceeds the fluid pressure in the supply line.In this case, the double check valve may be provided with a resilient biasing element or spring which biases the valve member in the first position.
3. A vehicle braking system according to claim 2 wherein the brake valve assembly comprises at least one modulator which has a control port which is connected to the control line for receipt of a fluid pressure braking demand signal, a supply port which is connected to a source of pressurised fluid, a delivery port which is connected to the service brake chamber, and an exhaust port which vents to a low pressure region, the modulator being operable to move between a build configuration in which the supply port is connected to the delivery port whilst the exhaust port is closed, a hold configuration in which the exhaust port and the supply ports are closed and an exhaust configuration in which the delivery port is connected to the exhaust port whilst the supply port is closed.
4. A vehicle braking system according to any preceding claim wherein he 1 5 vehicle braking system further comprises a pressurised fluid reservoir which is connected to the control line upstream of the cross-over line via a brake apply valve.
5. A vehicle braking system according to claim 4 wherein the brake apply valve is movable between a first configuration in which the brake apply valve substantially prevents flow of fluid from the pressurised fluid reservoir to the control line, and a second in which the brake apply valve allows flow of fluid from the pressurised fluid reservoir to the control line.
6. A vehicle braking system according to any preceding claim wherein the vehicle braking system further comprises an emergency apply valve which is provided in the supply line upstream of the cross-over line.
7. A vehicle braking system according to claim 6 wherein the emergency apply valve is movable between a first position in which flow of fluid along the supply line is permitted and a second position in which the emergency valve member connects the spring brake chamber to a low pressure region.
8. A vehicle braking system according to claim 7 wherein a resilient biasing element is provided to urge the emergency apply valve into the second position.
9. A vehicle braking system according to claim 7 or 8 wherein the emergency apply valve is provided with a control input, movement of the emergency apply valve from the second position to the first position being achieved by the supply of pressurised fluid to the control input.
10. A vehicle braking system substantially as hereinbefore described with reference to and as shown in the accompanying drawings.
11. Any novel feature or novel combination of features described herein and/or in the accompanying drawings.