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
  • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
  • B60T8/18—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to vehicle weight or load, e.g. load distribution
  • B60T8/1887—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to vehicle weight or load, e.g. load distribution especially adapted for tractor-trailer combinations
• • 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
  • B60T7/00—Brake-action initiating means
  • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
  • B60T7/20—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger specially for trailers, e.g. in case of uncoupling of or overrunning by trailer

Definitions

• the invention is based on a pressure medium brake system for vehicle trains comprising a motor vehicle and a trailer vehicle or trailer according to the preamble of the main claim.
• the pressure medium brake system according to the invention with the characterizing features of the main claim has the advantage that the signal is used without expensive electronics during braking to minimize the coupling force. Road friction values that change in the direction of travel therefore lead to the rapid adjustment of the braking of the vehicle equipped with the brake force regulator. And due to the load-dependent adjustment, the coupling forces are minimized over the entire braking range.
• FIG. 1 shows a functional diagram of a device which evaluates the coupling force between a motor vehicle and a trailer and switches to a braking force regulator
• FIG. 2 shows a braking force regulator with mechanically controlled axle load signal for steel-sprung vehicles
• FIG. 3 shows a braking force regulator with a pneumatic table controlled axle load signal for air-sprung vehicles.
• the pressure medium brake system 10 shown in simplified form in FIG. 1 is intended for vehicle trains consisting of a motor vehicle 11 and a trailer vehicle 12 or a semitrailer.
• the brake system 10 has a pneumatic and / or electrical brake value transmitter 13, in which an actuation initiated by the vehicle driver tion signal, ie an actuation force F and / or an actuation path s, is converted into a pneumatic and / or electrical brake signal.
• the brake signal is fed to a trailer control valve 14 and transmitted at the connection point indicated by a dash-dotted line between the motor vehicle 11 and the trailer vehicle 12 via a line coupling 15 to the part of the brake system 10 (not shown) on the trailer vehicle 12.
• the brake signal is also fed from the brake value transmitter 13 to a brake force controller 16 assigned to at least one axle of the motor vehicle.
• the braking force regulator 16 which can be designed to operate pneumatically, hydraulically or electrically, has a signal input 17 for an axle load signal.
• an axle load signal transmitter 18 is assigned to at least one axle of the motor vehicle 11, with which the load P of the axle which is dependent on the loading of the vehicle is detected.
• the brake force controller 16 changes the brake signal in the sense that a lightly loaded axle contributes to a lesser extent to the braking of the vehicle, while a heavily loaded axle contributes to an increased extent.
• the brake system 10 is also provided with a device 19 for measuring and evaluating the coupling forces F at the connection between the motor vehicle 11 and the trailer vehicle 12.
• the connection between the vehicles can be used as a drawbar coupling on a trailer vehicle or as a fifth wheel coupling on a semitrailer be trained.
• the device 19 has a coupling force sensor 20 for measuring the coupling force F.
• the coupling force signal from the sensor 20 is fed to a converter 21, which converts it into a signal that can be processed by the braking force controller 16, for example in the form of a stroke, pressure or an electrical signal.
• the converted coupling force-dependent signal of the converter 21 is fed to a summing element 22, where it modifies the axle load signal of the axle load signal transmitter 18.
• the brake signal of the brake force controller 16 which is possibly changed as a function of the load and coupling force, is supplied to at least one brake cylinder 23 of the brake system 10 as a pneumatic or hydraulic pressure p.
• the coupling force F which acts on the coupling of the vehicles 11 and 12 during braking can make itself felt as an impact, namely when, in the functional diagram shown, the motor vehicle 11 experiences a greater deceleration than the trailer vehicle 12, which is the horizontal component of the coupling force F sensor 20 generates a signal caused by the pressure force of the trailer 12 on the clutch, which causes a weakening of the pressure acting in the brake cylinders 23 of the motor vehicle 12 in the brake force regulator 16.
• the braking of the motor vehicle 11 is thus adapted to that of the trailer vehicle 12.
• the coupling force signal effects an amplification of the brake signal generated by the brake force controller 16. As a result, the braking of the motor vehicle 11 is increased.
• the axle load signal coming from the axle load signal transmitter 18 can also be controlled in the converter 21 of the device 19 for measuring and evaluating the coupling forces. The coupling force signal is then changed in the converter 21.
• the coupling load-dependent signal modifies the axle load signal.
• a braking force regulator 16 designed as a radiation regulator, this causes the regulator characteristic curve to pivot about the so-called break point; with another controller design this can be done by shifting the characteristic in parallel.
• the axle load signal modified by the coupling force signal can be driven into a braking force controller 16 on one axle or on several axles of a vehicle.
• the brake pressure change caused thereby can be one or more in the brake cylinders 23 Axes of the motor vehicle 11 take effect.
• the measure can be taken both on the motor vehicle 11 and on the trailer 12.
• a pneumatic brake force regulator 16.1 is schematically shown, as is known, for example, from published patent application DE 33 29 708 AI.
• This brake force regulator 16.1 is intended for use in steel-sprung vehicles. It has a signal input 26 for a brake signal present as brake pressure and a signal output 27 for the brake signal which is changed as a function of the load. Furthermore, a supply connection (not shown) for compressed air is provided.
• the brake force controller 16.1 has a signal input on a control shaft 28 for a mechanically derived, possibly coupling force-modified axle load signal. An actuating lever 29 is connected to the control line 28 and is connected to a linkage or link 30 facing away from the control shaft.
• the handlebar 30 is in turn connected to a vehicle axle 32 supported by a steel suspension 31 on the vehicle.
• the operating lever 29 and the handlebar 30 are arranged at an angle of approximately 90 ° to one another.
• the control arm 30 causes a pivoting movement of the actuating lever 29 and thus a change in the brake signal at the signal output 27 of the brake force regulator 16.
• an actuator 33 acting as a summing member 22 is arranged, ie the actuator 33 separates the handlebar 30 into a section assigned to the vehicle axle 32 and into a section assigned to the actuating lever 29.
• the actuator 33 has a signal input 34 for the coupling force-dependent signal implemented in the converter 21.
• the actuator 33 can be designed as a pneumatic or hydraulic adjusting device in the form of a piston-cylinder arrangement. One section of the handlebar is connected to the piston, the other section to the cylinder.
• the Actuator 33 can also be an electromagnetic adjusting device in the form of a lifting magnet or as an electric motor-driven spindle drive.
• a coupling force-dependent signal supplied to the actuator 33 at the signal input 34 causes a change in the length of the handlebar 30 and consequently a change in the angular position of the control shaft 29 of the brake force regulator 16.1 due to the pivoting movement of the actuating lever 29.
• the actuator 33 can also be arranged in the course of the actuating lever 29.
• a change in the length of the actuation lever 29 while the length of the link 30 remains the same also causes a pivoting movement of the actuation lever 29 and a change in the angular position of the control shaft 28.
• the second exemplary embodiment shown in FIG. 3 relates to a brake force regulator 16.2 known for example from the published patent application DE 39 22 892 AI for use in air-sprung vehicles.
• the brake force regulator 16.2 is also provided with the signal input 26 and the signal output 27 already mentioned, and a supply connection (not shown) for compressed air.
• the braking force controller 16.2 is provided with a signal input 37 for a pneumatically derived, possibly coupling force-modified axle load signal.
• the signal input 37 of the brake force regulator 16.2 is connected to the air suspension 38 of a vehicle axle 32.
• a pressure correction valve 40 is also arranged in the signal path between the air suspension 38 and the brake force regulator 16.2. This has an input 41 for the pneumatic axle load signal derived from the pressure of the air suspension 38.
• a second input 42 is provided for the coupling force-dependent signal converted into pressure.
• a third input 43 is connected to the compressed air supply.
• On Signal output 44 of pressure correction valve 40 is connected to signal input 37 of brake force regulator 16.2.
• the pressure in the air suspension 38 which is dependent on the load on the vehicle axle 32, is modified by braking in the pressure correction valve 40 by the coupling force-dependent signal input at the input 42 and input into the signal input 37 of the braking power regulator 16.2. There it causes a load-dependent and coupling force-corrected brake pressure at the signal output 27 to control the brake cylinders 23 of this vehicle axle 32.
• an additional input 45 for a pilot pressure is provided on the brake force regulator 16.2, e.g. known from Offenlegungs ⁇ DE 33 29 708 AI.
• the coupling force-dependent signal (dash-dotted arrow) can also be input into this input 45 in order to contribute to minimizing the horizontal coupling force component during braking.

Landscapes

• Engineering & Computer Science (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Hydraulic Control Valves For Brake Systems (AREA)
• Regulating Braking Force (AREA)

Applications Claiming Priority (3)

Publications (1)

Family

ID=6441799

Family Applications (1)

Country Status (4)

Families Citing this family (6)

Family Cites Families (5)

• 1991
  • 1991-09-30 DE DE19914132506 patent/DE4132506A1/de not_active Withdrawn
• 1992
  • 1992-09-02 WO PCT/DE1992/000731 patent/WO1993007031A1/de not_active Application Discontinuation
  • 1992-09-02 JP JP5506517A patent/JPH06511214A/ja active Pending
  • 1992-09-02 EP EP92918510A patent/EP0605458A1/de not_active Withdrawn

Non-Patent Citations (1)

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