EP0000249B1 - Systèmes de freinage à fluide sous pression pour tracteur et remorque - Google Patents

Systèmes de freinage à fluide sous pression pour tracteur et remorque Download PDF

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Publication number
EP0000249B1
EP0000249B1 EP78300041A EP78300041A EP0000249B1 EP 0000249 B1 EP0000249 B1 EP 0000249B1 EP 78300041 A EP78300041 A EP 78300041A EP 78300041 A EP78300041 A EP 78300041A EP 0000249 B1 EP0000249 B1 EP 0000249B1
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EP
European Patent Office
Prior art keywords
valve
trailer
pressure
fluid pressure
service
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired
Application number
EP78300041A
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German (de)
English (en)
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EP0000249A1 (fr
Inventor
David John Knight
Sidney Alan Lippiatt
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Honeywell UK Ltd
Original Assignee
Bendix Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Bendix Ltd filed Critical Bendix Ltd
Publication of EP0000249A1 publication Critical patent/EP0000249A1/fr
Application granted granted Critical
Publication of EP0000249B1 publication Critical patent/EP0000249B1/fr
Expired legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/24—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being gaseous
    • B60T13/26—Compressed-air systems
    • B60T13/268—Compressed-air systems using accumulators or reservoirs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/24—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being gaseous
    • B60T13/26—Compressed-air systems
    • B60T13/261—Compressed-air systems systems with both indirect application and application by springs or weights and released by compressed air
    • B60T13/263—Compressed-air systems systems with both indirect application and application by springs or weights and released by compressed air specially adapted for coupling with dependent systems, e.g. tractor-trailer systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/58—Combined or convertible systems
    • B60T13/62—Combined or convertible systems both straight and automatic
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T15/00—Construction arrangement, or operation of valves incorporated in power brake systems and not covered by groups B60T11/00 or B60T13/00
    • B60T15/02—Application and release valves

Definitions

  • This invention relates to fluid pressure operable tractor and trailer vehicle braking systems and relates more especially to such systems wherein provision is made for secondary braking by spring brakes on the trailer.
  • the pressure derived from the mentioned relay valve is not suitable for controlling on the one hand, normal service brakes and, on the other hand, spring brakes on a trailer.
  • the present invention therefore seeks to solve the problem of two-line control of secondary spring brakes whilst still retaining normal control of service brakes on a trailer.
  • the present invention further seeks to provide such a fluid pressure braking system which is none-the-less operable with existing trailer braking circuits without trailer spring brakes.
  • the invention yet further seeks to provide such a fluid pressure braking system with a trailer braking circuit which can provide graduated braking by trailer spring brakes in the event of inadequate normal service braking in the trailer.
  • a fluid pressure braking control system for a tractor/trailer combination comprising a service brake control valve for controlling the magnitude of fluid pressure applied from a pressure reservoir to tractor service brake actuators and also to a trailer service brake control line and comprising a secondary pressure control valve for controlling the magnitude of a secondary brake control pressure applied to tractor spring brakes, characterised in that the secondary brake control pressure is also connected to a relay valve in order to control the fluid pressure in a trailer secondary spring brake control line, the whole being arranged to enable two-lir,e control of trailer service brakes and secondary spring brakes.
  • the brake actuators on the tractor vehicle of a tractor/trailer combination are combined service and spring brake actuators on both front and rear wheels of the vehicle and these are denoted by references 1 to 4.
  • the service portions of these actuators are operated by a dual foot valve denoted by reference 5 and by means of which the supplies to the front and rear brake actuator circuits are separately derived from service reservoirs 6 and 7 charged via a multi-circuit protection valve arrangement 30 from a conventional compressor arrangement driven by the engine of the tractor vehicle.
  • the front brake actuators 1 and 2 are supplied with fluid pressure from the reservoir 6 via supply line 8 in accordance with the foot pressure applied to the dial foot valve 5 and the rear brake actuators 3 and 4 are supplied with fluid pressure from the reservoir 7 via the supply line 9 and the foot valve 5.
  • the outputs of the foot valve 5 are supplied via respective connections 10 and 11 to separate input chambers of a multi-relay valve 12.
  • Valve 12 is supplied with fluid pressure via the multi-circuit protection valve 30 to provide on the trailer service line output coupling 13 a pressure which corresponds to the tractor service braking pressure.
  • the multi-circuit relay valve is such that the largest of the normally equal pressures on lines 10 and 11 is effective to control the pressure at 13, thereby ensuring that trailer service braking is provided for even in the event of failure of one or other of the service circuits on the tractor.
  • a spring brake control valve denoted by reference 14 is provided on the tractor for manual operation by the driver in the event of failure of or inadequate response of the service braking system.
  • This secondary spring brake control valve 14 is supplied by a further reservoir 15 charged from the multi-circuit protection valve 30 and provides on an output line 16 an inverse pressure to the spring brake portions of the actuators 1, 2, 3 and 4 of the tractor such that full pressure appears on the line 16 when the valve 14 is in the brakes-off position. Gradual movement of the handle of the valve 14 towards the brakes fully applied position, graduates the pressure reduction in the line 16 to provide graduable operation of the spring brakes.
  • the output pressure on the line 16 appears as an input to a further relay valve 17 which derives its supply pressure from the reservoir 15 and thereby provides a corresponding inverse pressure on the trailer secondary line coupling 18.
  • the tractor braking circuit is additionally provided with a further pressure responsive valve denoted by reference 19 and which will be discussed in greater detail with reference to Fig. 4, this valve 19 provides, when required, a feed via the dotted connection 20 to a further input chamber of the multi-relay valve 12, such as to simulate the effect of a service brake pressure input to the relay valve 12 and produce an output pressure at the line 13 and to a further input chamber of the multi-relay valve 17 so as to simulate a brake release input to valve 17 and produce an output at line 18 enabling trailer recharge.
  • a further pressure responsive valve denoted by reference 19 and which will be discussed in greater detail with reference to Fig. 4, this valve 19 provides, when required, a feed via the dotted connection 20 to a further input chamber of the multi-relay valve 12, such as to simulate the effect of a service brake pressure input to the relay valve 12 and produce an output pressure at the line 13 and to a further input chamber of the multi-relay valve 17 so as to simulate a brake release input to valve 17 and produce an output at line 18
  • the trailer braking circuit comprises suitable couplers for connection to the service and secondary lines 13 and 18, the connection from the line 13 via coupler 21 comprises an input to a relay valve 22 supplied from a trailer reservoir 23.
  • the output derived via the coupler 24 from the line 18 is supplied on the one hand via a connection 25 and a protection valve 26 to the reservoir 23 for charging that reservoir and on the other hand is supplied via a normally open passage through a manoeuvring valve 27 to the spring brake portion 28b of combined spring and service brake actuators such as actuator 28, 28a, 28b on the trailer.
  • the output of the relay valve 22 is supplied via connection 29 to the service portion of the combined spring and service brake actuators such as 28.
  • a graduated reduction of pressure in the line 16 causes application of the spring brakes of the tractor and also causes a corresponding reduction of pressure at the coupler 24 which is thereby communicated via the valve 27 to the spring brakes of the trailer.
  • the protection valve 26 prevents discharge of the reservoir 23 via the coupler 24 and reiay valve 17.
  • valve 27 this is provided to enable the trailer to be moved after having been uncoupled from the tractor and is shown in diagrammatical form in Fig. 4.
  • the valve 27 is manually operated to close off the connection to the coupler 24 and to connect the reservoir 23 to the trailer spring brakes.
  • valve represented by reference 19 is included to reduce this shortcoming and provides for the application to the line 20 of a quickly rising pressure when the system commences to recharge via the multi-protection valve 30 and this provides for a pressure at the couplers 21 and 24 so that the reservoir 23 is charged and the available pressure in the reservoir 23 to be applied via the relay valve 22 to the service brake actuators of the trailer.
  • the valve 19 only reverts to its normal condition when a prescribed charged pressure is attained.
  • the valve 19 will be described in greater detail with reference to Fig. 5.
  • the coupler 21 is connected to provide a controlling input to a relay valve 31 and also to one input of a spring brake relay valve denoted by reference 32.
  • the supply to the relay valve 31 is derived as previously from a reservoir denoted by reference 33 which is charged as before via a protection valve 34 from the secondary line coupler 24.
  • the line 24 also now provides a charging path for the second reservoir 35 via a protection valve 36 the output of 35 being connected on the one hand as a supply input to a further relay valve 37 and on the other hand as a supply input on the manoeuvring valve 27.
  • the coupler 24 additionally is connected via the normally operative path through the valve 27 to a second input to the spring brake relay valve 32.
  • Supply pressures to the relay valve 32 are also derived from the reservoir 33 on the one hand and from the coupler 21 on the other hand.
  • the spring brake relay valve 32 is a valve which is described in United Kingdom Patent Specification No. 1417815. This is a valve which permits the spring brake circuit to be graduated in sympathy with a control pressure to a braking circuit on the trailer in the event of the latter braking circuit being defective.
  • operation of the dual foot valve 5 by the driver causes service pressure to be derived from the reservoirs 6 and 7 for application to the service chambers of the brakes on the front and rear wheels of the tractor vehicle.
  • the operation is substantially the same as for Fig. 1 and need not be discussed in greater detail but the effect of such service operation is to pressurise the line 13 correspondingly to the tractor service braking pressure and the corresponding input appplied to the relay valve 31 relays pressure from the trailer service reservoir 33 to the service chambers of the trailer brake actuators such as 28a.
  • the secondary spring brake valve is assumed to be in the fully released position and this means that a full pressure is applied via the coupler 24 to the reservoirs 33 and 35 via the respective protection valves thereof.
  • the pressure at coupler 24 is also applied via the manoeuvring valve 27 to the right hand input of the relay valve 32 to normally maintain the trailer spring brake portion of each trailer brake actuator such as 28 in the release condition via the relay valve 37.
  • valve 32 operates during a service brake application to graduate a degree of spring brake pressure reduction via the valve 37 to supplement the service application to an extent which is necessary to compensate for the reduced supply pressure from 33.
  • the secondary spring brake valve 14 on the tractor is operated as before and the reduction of pressure which results via the relay valve 17 at the coupler 24 is transmitted via the way through the manoeuvring valve 27 and the SR-1 relay valve 32 to produce a corresponding reduction of the output of relay valve 37 to apply the spring brakes on the trailer in sympathy with the tractor spring brakes.
  • tractor braking circuit is provided with a further valve 19 which operates in identical manner.
  • FIG. 3 this illustrates an elaboration of the tractor braking circuit described previously with reference to Figs. 1 and 2 to adapt it for alternatively towing trailer vehicles with earlier types of braking circuit not having spring brakes.
  • the secondary valve is a spring brake and secondary control valve which is capable of providing separate upright and inverse output pressures.
  • the tractor braking equipment consists of combined service and secondary spring brake actuators 1, 2, 3 and 4, the service chambers of which are supplied by a foot valve 5 which derives supply pressures via input lines 8 and 9 from respective front and rear supply reservoirs 6 and 7.
  • multi-circuit relay valves 12 and 17 are provided which feed outputs to couplers connected to lines 13 and 18 for supplying a two line trailer system with a spring brake, such as described with reference to Fig. 1 or Fig. 2.
  • two further output lines 41 and 42 are provided, the line 41 being equivalent to the emergency connection to a trailer with a normal two line system with a relay emergency valve as shown in Fig.
  • the secondary spring brake control valve is now denoted by reference 45 and provides on the output line 46 an inverse pressure signal to operate the spring brakes of the tractor vehicle and also to provide an input to one chamber of the multi-relay valve 17.
  • the other output of the valve 45 is on the line 47 and this is an upright output applied to the main input port of the on/of valve 44 which is such that when a controlling input is applied to it either at the coupler 42 or on the line 48 from a double check valve 49, a connection is provided between the input line 47 and an output line 50 which itself comprises one input to the double check valve 49.
  • the second input to the check valve 49 is derived from the valve 19.
  • the valve 19 is the same as employed in Figs. 1 and 2.
  • the emergency line connection 41 of the tractor is derived via a so-called supply dump valve 53 from the secondary or emergency supply reservoir 15 on the tractor.
  • the supply dump valve receives also controlling input signals on the one hand from the output of the relay valve 12 and on the other hand from the output side of the rear brake circuit of the dual foot valve 5.
  • the supply dump valve operates to compare the two input signals and dump the emergency pressure in the event of these signals being unequal, in other words, inconsistent with the service braking circuit being intact. Fuller discussion of a supply dump valve is given in the DE-A-2552409.
  • the driver operates the brake valve 45 to reduce the pressure in the tractor spring brakes via the line 46 and at the same time produce an increasing pressure on the line 47 and therefore at the output 50 of the on/off valve 44 to provide an input via the double check valve 49 to the upper chamber of the multi-circuit relay valve 12.
  • This pressure signal on the multi-relay valve 12 provides for operation of the trailer braking system in proportion to the tractor secondary braking and the single diaphragm actuators are again operated.
  • the hand valve 45 completely exhausts both the upright and inverse outputs thereof and therefore the parking of the combination is effected by virtue of the spring brakes on the tractor only.
  • the inverse signal from the valve 45 is again effective on the line 46 to allow the tractor spring brakes to apply to a requisite degree and at the same time effect a reduction in the output pressure at 18 to the trailer secondary line to cause a corresponding trailer spring brake operation.
  • the circuit for the tractor vehicle as illustrated in Fig. 3, may equally be coupled to a trailer braking circuit such as described with reference to Fig. 2.
  • valve 27 the function of which is referred to generally in the foregoing descriptions of Fig. 1, 2 and 3, two possible forms of the valve are illustrated diagrammatically in diagrams (a) and (b) of Fig. 4.
  • the form used in Figs. 1, 2 and 3 is assumed to be that of diagram (a) and the connections from the trailer reservoir, the coupler 24 and the trailer actuators such as 28 are correspondingly labelled.
  • the valve (a) is shown in the manoeuvring position wherein the manual operating button is depressed to connect the reservoir to the spring brake actuators, the other connection from coupler 24 being isolated.
  • the valve is so constructed that once depressed, the button remains depressed, but is returned by recovery of pressure from coupler 24 on reconnection and pressurisation of the tractor system.
  • the valve 19 is illustrated in Fig. 5 and is similar in construction to the valve of Fig. 4. With the manually operable button released and no air pressure output from the spring brake valve 14, there is no connection between the supply from 30 to the multi-relay valve 12. With no air pressure output from 14, the supply pressure is applied to the relay valve 12 and when the supply pressure recovers to a level greater than the setting of the reservoir charging protection valve 26, the valve resets to remove the pressure from the line 20.
  • tractor system described above with reference to Fig. 3 can be coupled to a conventional three line trailer arrangement. Again, the trailer secondary line will be connected to the coupler at line 18, the connection 42 will remain vented and the third line or emergency being connected to the coupler at 41.
  • the trailer brakes are represented by a combined service and spring brake actuator 28a, 28b, it will be appreciated that, if desired, where the trailer has more than one axle, the service and secondary spring brakes may be partially or wholly separated to act on different axles.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)
  • Braking Systems And Boosters (AREA)
  • Regulating Braking Force (AREA)

Claims (9)

1. Un système de commande de freinage à fluide sous pression pour un ensemble combiné tracteur/remorque comprenant un distributeur (5) de commande de freins de service pourcom- mander la grandeur de la pression de fluide appliquée à partir d'un réservoir sous pression (6, 7) aux actionneurs (1, 2, 3, 4) des freins de service du tracteur et également à une conduite (13) de commande des freins de service de la remorque et comprenant un distributeur (14) de command de pression secondaire pour commander la grandeur d'une pression de commande de freins secondaires appliquée aux freins à ressort du tracteur, caractérisé en ce que la pression de commande de freins secondaires est également appliquée à une valve relais (17) afin de commander la pression de fluide régnant dans une conduite (18) de commande de freins à ressort secondaires, l'ensemble étant agencé de façon à permettre une commande, au moyen de deux conduites, des freins de service et des freins à ressort . secondaires de la remorque.
2. Un système de commande de freinage à fluide sous pression tel que revendiqué dans la revendication 1, caractérisé par le fait que le distributeur de commande des freins de service comprend un distributeur (5) à double circuit ayant des sorties de circuit séparées raccordées à des entrées respectives d'une valve relais multiple (12) pour commander la pres- sion de fluide appliquée à ladite conduite (13) de pression de commande des freins de service.
3. Un système de commande de freinage à fluide sous pression tel que revendiqué dans la revendication 1 ou 2, caractérisé par le fait que ledit distributeur de commande de pression des freins secondaires est raccordé de façon à recevoir la pression de fluide d'un autre réservoir (15) afin de l'appliquer à ladite valve relais.
4. Un système de commande de freinage à fluide souse pression tel que revendiqué dans la revendication 1, 2 ou 3 caractérisé par le fait que ledit distributeur de commande de pres- sion des freins secondaires est une valve qui fournit deux signaux de sortie complémentaires (47, 46) l'un direct, l'autre inverse, le signal de sortie de pression direct (47) étant appliqué en tant que signal d'entrée à une autre valve relais (12) qui commande la pres-sion de fluide régnant dans la conduite de service (13) pour assurer le fonctionnement lors du remorquage d'une remorque n'ayant pas de freins à ressort secondaires.
5. Un système de commande de freinage à fluide sous pression tel que revendiqué dans la revendication 4, caractérisé par le fait que le signal de sortie de pression direct (47) est transmis par l'intermédiaire d'une valve de marche/arrêt (44) maintenue ouverte par un signal de pression prélevé sur la conduit (18) de commande des freins à ressort secondaires lors du remorquage effectué dans les conditions indiquées ci-dessus.
6. Un système de commande de freinage à fluide sous pression tel que revendiqué dans la revendication 5, caractérisé par le fait qu'un signal de sortie de la valve de marche/arrêt (44) est appliqué en tant que signal d'entrée à ladite valve relais (17).
7. Un système de commande de freinage à fluide sous pression tel que revendiqué dans l'une quelconque des revendications précédentes comprenant un robinet supplémentaire (19) susceptible d'être actionné lors de la recharge du système pour assurer l'application de la pression de fluide à la conduite (13) de pression de commande des freins de service de la remorque indépendamment du distributeur de commande des freins de service.
8. Un système de commande de freinage à fluide sous pression tel que revendiqué dans l'une quelconque des revendications précédentes, caractérisé par le fait qu'il comporte des moyens de freinage de la remorque destinés à être raccordés auxdites conduites de service et secondaire et qu'il comporte des premier et second réservoirs (33, 35) susceptibles d'être chargés à partir de la conduite secondaire, l'un (33) pour fournit une pression de fluide, par l'intermédiare d'une valve relais de service (31) à un actionneur (28a) de freins de service de le remorque et l'autre (35) pour fournir la pres- sion de fluide, par l'intermédiaire d'une valve relais (37), à un frein (28b) à ressort de remorque.
9. Un système de commande de freinage à fluide sous pression tel que revendiqué dans la revendication 8, comprenant un dispositif (32) formant valve susceptible de fonctionner en réponse à une pression réduite du réservoir alimentant l'actionneur de service de la remorque pour compléter la force de freinage en actionnant l'actionneur des freins à ressort de la remorque.
EP78300041A 1977-06-25 1978-06-14 Systèmes de freinage à fluide sous pression pour tracteur et remorque Expired EP0000249B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB2670677 1977-06-25
GB2670677 1977-06-25

Publications (2)

Publication Number Publication Date
EP0000249A1 EP0000249A1 (fr) 1979-01-10
EP0000249B1 true EP0000249B1 (fr) 1982-07-28

Family

ID=10247953

Family Applications (1)

Application Number Title Priority Date Filing Date
EP78300041A Expired EP0000249B1 (fr) 1977-06-25 1978-06-14 Systèmes de freinage à fluide sous pression pour tracteur et remorque

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Country Link
US (1) US4258959A (fr)
EP (1) EP0000249B1 (fr)
DE (1) DE2861966D1 (fr)
IT (1) IT1159749B (fr)
ZA (1) ZA783491B (fr)

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3232127A1 (de) * 1982-08-28 1984-03-01 Wabco Westinghouse Fahrzeugbremsen GmbH, 3000 Hannover Druckluftbremsanlage
DE3602607A1 (de) * 1986-01-29 1987-07-30 Wabco Westinghouse Fahrzeug Druckmittelbetaetigte motorwagen-bremsanlage
EP0387004A3 (fr) * 1989-03-08 1990-11-22 LUCAS INDUSTRIES public limited company Système de freinage de remorque pour véhicules tracteurs
DE19504393C1 (de) * 1995-02-10 1996-03-07 Wabco Gmbh Druckmittelbetätigte Fahrzeugbremsanlage
DE19932470B4 (de) * 1999-07-12 2008-08-28 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Druckmittelbetätigte Fahrzeugbremsanlage
US20030192751A1 (en) * 2002-03-22 2003-10-16 Jack Costa Tractor trailer air brakes
US7452038B2 (en) * 2006-01-20 2008-11-18 Towhaul Corporation System and method for remotely releasing a parking brake on a disabled vehicle
US7597406B2 (en) * 2006-04-11 2009-10-06 Volvo Trucks North America Multi-location tractor trailer pneumatic connections
US20080000733A1 (en) * 2006-06-14 2008-01-03 Ehrlich Rodney P Spring brake internal venting
US8424977B2 (en) * 2008-06-09 2013-04-23 Mack Trucks, Inc. Front towing glad hands

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3228730A (en) * 1964-01-13 1966-01-11 Bendix Westinghouse Automotive Tractor-trailer braking system
GB1298333A (en) * 1968-12-06 1972-11-29 Dewandre Co Ltd C Improvements in or relating to vehicle braking systems
DE2012204C3 (de) * 1970-03-14 1979-11-22 Graubremse Gmbh, 6900 Heidelberg Zweikreisig ansteuerbares Anhängersteuerventil
US3820854A (en) * 1971-04-27 1974-06-28 Wagner Electric Corp Control valve and system
AT338125B (de) * 1972-11-02 1977-07-25 Bosch Gmbh Robert Pneumatische zweileitungs-mehrkreis-bremsanlage fur kraftfahrzeug-zuge
US3929381A (en) * 1974-03-11 1975-12-30 Midland Ross Corp Pneumatic brake system for a tractor-trailer vehicle including an anti-lock control valve in the trailer brake system

Also Published As

Publication number Publication date
IT1159749B (it) 1987-03-04
IT7868480A0 (it) 1978-06-23
DE2861966D1 (en) 1982-09-16
ZA783491B (en) 1979-06-27
US4258959A (en) 1981-03-31
EP0000249A1 (fr) 1979-01-10

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