EP1503925A1 - Braking device for the axle of an industrial vehicle - Google Patents

Braking device for the axle of an industrial vehicle

Info

Publication number
EP1503925A1
EP1503925A1 EP03749926A EP03749926A EP1503925A1 EP 1503925 A1 EP1503925 A1 EP 1503925A1 EP 03749926 A EP03749926 A EP 03749926A EP 03749926 A EP03749926 A EP 03749926A EP 1503925 A1 EP1503925 A1 EP 1503925A1
Authority
EP
European Patent Office
Prior art keywords
braking
control unit
axle
braking device
compressed air
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.)
Withdrawn
Application number
EP03749926A
Other languages
German (de)
French (fr)
Inventor
Fabrice Dussapt
Armando Carneiro Esteves
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.)
Renault Trucks SAS
Original Assignee
Renault SAS
Renault Vehicules Industriels SA
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 Renault SAS, Renault Vehicules Industriels SA filed Critical Renault SAS
Publication of EP1503925A1 publication Critical patent/EP1503925A1/en
Withdrawn legal-status Critical Current

Links

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
    • 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
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/02—Arrangements of pumps or compressors, or control devices therefor
    • 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
    • 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
    • B60T8/32—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 a speed condition, e.g. acceleration or deceleration
    • B60T8/321—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 a speed condition, e.g. acceleration or deceleration deceleration
    • B60T8/3255—Systems in which the braking action is dependent on brake pedal data
    • B60T8/327—Pneumatic systems

Definitions

  • the invention relates to the field of the industrial vehicle industry, the braking of which uses pneumatic means.
  • the invention relates more particularly to a reinforcement device equipping this type of vehicle, and which provides an improvement in driving safety, in particular with regard to stability problems observed in certain circumstances, during strongly marked braking.
  • trucks or more generally industrial vehicles have a braking system which uses pneumatic energy.
  • the braking system of the towing vehicle is decoupled from the trailer braking system, which operates almost autonomously. Even within the towing vehicle, the braking system is itself separated axle by axle, in order to increase reliability and braking capacity.
  • the braking device of the motor vehicle therefore comprises a braking circuit specific to each axle.
  • Each braking circuit comprises a pneumatic compressed air reservoir, acting as a pneumatic energy source, to which is connected a braking control circuit associated with brake actuators.
  • industrial vehicles include one or more electronic control units.
  • one may be more particularly dedicated to the management of braking and associated functions.
  • one of the control units ensures the regulation of the supply of the pneumatic tanks from a source of compressed air, which is generally a pneumatic compressor.
  • a source of compressed air which is generally a pneumatic compressor.
  • the braking systems could cause certain unwanted phenomena, depending on the configuration of the vehicle, or on the correct operating capacity of certain devices ideally designed to increase safety.
  • ABS anti-lock braking systems
  • ABS systems When these ABS systems are integrated into a traditional brake system, there is a problem when an ABS system failure occurs. In fact, in this case, the forces exerted on the axles can be such that the wheels lock up, with the associated consequences. If it is the rear axle of the towing vehicle, it is frequent to observe in this case a crossing across the trailer, commonly called “wallet”. These phenomena appear when the anti-lock braking function is inoperative.
  • This ABS function can be ensured by an independent module, associated with the actuators of the braking circuit, or even by a specific command and control unit, ensuring the overall management of the braking, a device also known by the term of Electronic Braking System ( EBS).
  • EBS Electronic Braking System
  • braking management is globalized, which simplifies braking operation, in normal mode, when all of the devices interacting with the EBS, or the EBS itself, are operational.
  • this global management system is no longer able to perform all of the functions, for example because it is partially faulty, or it cannot receive the information necessary for its good operation, due to faulty sensors.
  • the operation of this type of globalized system is complex in degraded mode, since the braking circuit must then be duplicated by an emergency braking circuit which, of course, complicates the overall braking circuit and increases the cost thereof.
  • a problem which the invention proposes to solve is that of allowing management of the degraded modes of the various devices ensuring braking safety, and this without complicating the braking circuit itself, while ensuring the same level of safety as the existing systems.
  • braking systems generally include a correction mechanism taking into account the vehicle load.
  • correction mechanisms can be implemented on conventional braking systems, and take the form of reduction valves which are generally installed at the front axle control circuit. These valves make it possible to reduce the braking forces applied to the front axle when the vehicle is at low load, or even is in the form of a tractor alone. The use of these additional valves complicates the braking circuit, all the more since it is necessary that these valves are controlled in an appropriate manner, by a specific control circuit.
  • Another problem which the invention proposes to solve is that of ensuring a correction of the braking force as a function of the load of the vehicle, and by extension to the particular case where the tractor operates alone.
  • the invention therefore relates to a pneumatic braking device for an axle of an industrial vehicle.
  • a pneumatic braking device for an axle of an industrial vehicle.
  • such a device comprises a brake system specific to the axle, including a pneumatic compressed air tank, a brake control system and brake actuators.
  • This device also includes an electronic control unit ensuring the regulation of the supply of the pneumatic tank from a source of compressed air.
  • this device is characterized in that the control unit is able to regulate the compressed air of the pneumatic tank according to a variable setpoint according to information produced within the control unit. , this setpoint being variable between two thresholds, namely a high threshold corresponding to a nominal pressure value, and a low threshold, making it possible to limit the pneumatic energy available at the level of the braking circuit considered in certain circumstances.
  • the invention consists in reducing the pressure prevailing within the reservoir of the braking circuit when the configuration of the vehicle is such that it is preferable to reduce the braking force to be applied to the axle in question.
  • the device according to the invention therefore does not act specifically on the braking actuators, but more generally on the braking circuit by limiting the amount of energy available by reducing the pressure of the compressed air. .
  • the information produced by the control unit can be representative of either the vehicle load or the presence of the trailer or the operation in a tractor only, or else reflect the correct or faulty operation of the anti-lock braking system.
  • the rear axle braking management can take into account in the first place the information according to which the anti-lock braking system is faulty, in order to reduce the pressure in the rear braking circuit, and thus limit the risks of "portfolio entry".
  • the load information at the rear axle can also be taken into account for optimization purposes.
  • the set values can adopt only two values, corresponding to the high and low thresholds.
  • this setpoint also adopts discrete intermediate values between these two thresholds, or even be continuously variable between these two thresholds, in particular when this setpoint depends on the value of the load.
  • the pneumatic compressed air tank can be supplied via a valve, itself controlled by the control unit.
  • This valve is suitable, as the case may be, for supplying either the reservoir from the source of compressed air, or the partial emptying of said reservoir.
  • This valve can advantageously be incorporated in a global compressed air distribution system disposed at the outlet of the air compressor driven by the heat engine.
  • valves can also be integrated into an existing supply circuit.
  • FIG. 1 is a general block diagram illustrating the pneumatic braking device of an axle
  • FIG. 2 is a curve illustrating the variation of the pressure setpoint in the pneumatic tank as a function of the vehicle load.
  • FIG. 1 illustrates an example of architecture of a braking device according to the invention in which the actual braking circuit (1) is observed comprising a compressed air tank (2) supplying a braking control system (3) acting on brake actuators (4) cooperating mechanically with the axle to be braked (not shown).
  • the reservoir (2) is supplied with compressed air from a source of compressed air which can typically be a compressor (5). This supply takes place through a valve (10) whose role will be explained further.
  • the braking device also comprises a command and control unit (6) itself interfaced with a communication bus (7) allowing it to communicate with other command and control units or computers, or generally with other systems present. on the vehicle.
  • This control unit (6) receives information from a pressure sensor (11) making it possible to determine the pressure prevailing inside the tank (2). Depending on this pressure, the control unit can regulate the supply of compressed air to the tank (2) from the compressor (5).
  • this regulation is carried out with respect to a setpoint which can vary as a function of different information relating to the operation of certain organs or devices present on the vehicle.
  • the invention can be applied to the regulation of the braking device of the front axle or the rear axle of the vehicle.
  • the set pressure of the tank can be managed as illustrated in FIG. 2, depending on the load of the vehicle. More specifically, beyond a certain axle load (C2), the setpoint pressure can be chosen at a nominal value, of the order of 10 to 12 bars. This pressure makes it possible to obtain a sufficient reserve of energy to ensure effective braking of the vehicle, when the load is relatively large, and the braking forces must therefore be sustained, and relatively high.
  • the pressure setpoint can be set at a low value, or safety pressure, and typically of the order of 2 to 5 bars.
  • the power of a tire stored in the tank (2) is lower, but largely sufficient to ensure effective braking of the lightly loaded vehicle.
  • the safety pressure value is determined in particular according to the various regulatory requirements relating to braking performance. These values are adapted for each vehicle silhouette.
  • this safety pressure is determined so that when the braking demand is maximum, the braking torque applied to the front wheels is limited so as to avoid a load transfer causing the tilting at the front of the vehicle.
  • the pressure setpoint can either be continuously variable as illustrated in Figure 2, or adopt different intermediate values.
  • the two load thresholds (C1, C2) can also be confused, so that the pressure value adopts only two values.
  • this regulation of the tank pressure setpoint may be subject to the monitoring of another parameter, corresponding to the fact that the vehicle operates as a tractor alone, or else coupled by a trailer.
  • the pressure setpoint adopts either the nominal pressure value or the safety pressure value.
  • This set pressure can also change as a function of other parameters which are, for example, an indicator of the correct functioning of the anti-lock braking system (8).
  • the pressure setpoint is reduced in the event that the anti-lock braking system fails, to avoid in the event of a sustained braking request, that the wheels do not lock automatically, due to the non-functioning of the ABS system.
  • the ABS system works correctly, this can ensure a limitation of the braking torque provided to the axle, without it being necessary to restrict the power of the braking device associated with the axle in question.
  • the different load, tractor only, or faulty mode information of the ABS system can be combined with appropriate logic to regulate the brake reservoir pressure.
  • this regulation can be carried out automatically as illustrated in FIG. 1 by the combination of the two valves (10, 15).
  • the first valve (10) makes it possible to supply the reservoir (2) in the illustrated position from the compressor (5) or more generally from the source of compressed air including various safety devices or a desiccator.
  • the valve (10) ensures the connection of the reservoir (2) with the second valve (15).
  • the second valve (15) insulates the reservoir (2), so that the pressure in the latter decreases only when the braking system is consumed.
  • the second valve (15) allows the tank (2) to be emptied, in particular in the case where the set pressure changes from the nominal value to the safety pressure value.
  • valves (10, 15) can be integrated into a compressed air distribution device such as that described in patent applications No. FR 01.09590 and FR 01.09589 of the Applicant, not yet published on the date of filing of this application.
  • the braking device according to the invention has multiple advantages, and in particular that of making it possible to avoid tilting around the front axle of the vehicle, during braking, when the latter is in configuration of the tractor alone, and all the more that it has a strong front overhang, or else is in the carrier configuration, in particular when it is short-wheeled, empty or at low load.
  • the same device also makes it possible to avoid the locking of the wheels of the vehicle in order to ensure its stability and its directibility, even in the case where an anti-locking device of the wheels is faulty.
  • This braking device has a particularly simple structure, since it requires very little, or even no additional pneumatic component than those already pe ⁇ nettant to supply the configuration braking circuit.

Abstract

The invention relates to a braking device for the axle of an industrial vehicle, comprising: an axle-specific braking circuit (1) including a compressed air tank (2), a braking control system (3) and brake actuators (4); and an electronic control unit (6) which is used to regulate the supply to the air tank (2) from a compressed air source (5). The inventive device is characterised in that the control unit (6) can be used to regulate the compressed air in the air tank using a set value which varies according to information established inside the control unit. According to the invention, the aforementioned set value varies between two thresholds, namely: an upper threshold corresponding to a nominal pressure value, and a lower threshold which is used to restrict the pneumatic energy available at the relevant braking circuit.

Description

DISPOSITIF DE FREINAGE D'UN ESSIEU DE VEHICULE INDUSTRIELBRAKING DEVICE OF AN INDUSTRIAL VEHICLE AXLE
Domaine technique :Technical area :
L'invention se rattache au domaine de l'industrie des véhicules industriels dont le freinage utilise des moyens pneumatiques. L'invention vise plus particulièrement un dispositif de reinage équipant ce type de véhicule, et qui procure une amélioration de la sécurité de conduite, notamment vis-à-vis de problèmes de stabilité observés dans certaines circonstances, lors de freinages fortement marqués.The invention relates to the field of the industrial vehicle industry, the braking of which uses pneumatic means. The invention relates more particularly to a reinforcement device equipping this type of vehicle, and which provides an improvement in driving safety, in particular with regard to stability problems observed in certain circumstances, during strongly marked braking.
Techniques antérieures :Previous techniques:
De façon générale, les camions ou plus généralement les véhicules industriels possèdent un système de freinage qui utilise l'énergie pneumatique. Le système de freinage du véhicule tracteur est découplé du système de freinage de la remorque, qui fonctionne de manière quasi-autonome. Au sein même du véhicule tracteur, le système de freinage est lui-même séparé essieu par essieu, et ce afin d'augmenter la fiabilité et la capacité de freinage.In general, trucks or more generally industrial vehicles have a braking system which uses pneumatic energy. The braking system of the towing vehicle is decoupled from the trailer braking system, which operates almost autonomously. Even within the towing vehicle, the braking system is itself separated axle by axle, in order to increase reliability and braking capacity.
Le dispositif de freinage du véhicule moteur comporte donc un circuit de freinage propre à chaque essieu. Chaque circuit de freinage comporte un réservoir pneumatique d'air comprimé, jouant le rôle de source d'énergie pneumatique, auquel est relié un circuit de commande du -freinage associé à des actionneurs de frein.The braking device of the motor vehicle therefore comprises a braking circuit specific to each axle. Each braking circuit comprises a pneumatic compressed air reservoir, acting as a pneumatic energy source, to which is connected a braking control circuit associated with brake actuators.
De façon générale, les véhicules industriels comportent une ou plusieurs unités de contrôle de commande électroniques. Parmi celles-ci, une peut être plus particulièrement dédiée à la gestion des fonctions de freinage et associés. Parmi ces fonctions, une des unités de contrôle commande assure la régulation de l'alimentation des réservoirs pneumatiques à partir d'une source d'air comprimé, qui est généralement un compresseur pneumatique. Or, on a observé que les systèmes de freinage pouvaient provoquer certains phénomènes non désirés, en fonction de la configuration du véhicule, ou de la capacité correcte de fonctionnement de certains dispositifs idéalement prévus pour augmenter la sécurité.Generally, industrial vehicles include one or more electronic control units. Among these, one may be more particularly dedicated to the management of braking and associated functions. Among these functions, one of the control units ensures the regulation of the supply of the pneumatic tanks from a source of compressed air, which is generally a pneumatic compressor. However, it has been observed that the braking systems could cause certain unwanted phenomena, depending on the configuration of the vehicle, or on the correct operating capacity of certain devices ideally designed to increase safety.
Ainsi, de nombreux véhicules sont équipés de systèmes d'anti-blocage des roues (ABS) dont l'objectif est de tirer profit des meilleures conditions d'adhérence en agissant sur les actionneurs de freinage dès qu'un blocage de roue est constaté.Thus, many vehicles are equipped with anti-lock braking systems (ABS) whose objective is to take advantage of the best grip conditions by acting on the brake actuators as soon as a wheel lock is observed.
Lorsque ces systèmes d'ABS sont intégrés dans un circuit de freinage traditionnel, il se pose un problème lorsqu'une défaillance du système d'ABS apparaît. En effet, dans ce cas, les efforts exercés sur les essieux peuvent être tels que les roues se bloquent, avec les conséquences associées. S'il s'agit de l'essieu arrière du véhicule tracteur, il est fréquent d'observer dans ce cas une mise en travers de la remorque, communément appelée "mise en portefeuille". Ces phénomènes apparaissent lorsque la fonction d'anti-blocage des roues est inopérante. Cette fonction d'ABS peut être assurée par un module indépendant, associée aux actionneurs du circuit de freinage, ou bien encore par une unité de contrôle commande spécifique, assurant la gestion globale du freinage, dispositif également connu sous le terme de Electronic Braking System (EBS).When these ABS systems are integrated into a traditional brake system, there is a problem when an ABS system failure occurs. In fact, in this case, the forces exerted on the axles can be such that the wheels lock up, with the associated consequences. If it is the rear axle of the towing vehicle, it is frequent to observe in this case a crossing across the trailer, commonly called "wallet". These phenomena appear when the anti-lock braking function is inoperative. This ABS function can be ensured by an independent module, associated with the actuators of the braking circuit, or even by a specific command and control unit, ensuring the overall management of the braking, a device also known by the term of Electronic Braking System ( EBS).
Dans ce dernier cas, la gestion du freinage est globalisée, ce qui simplifie le fonctionnement du freinage, en mode normal, lorsque l'ensemble des dispositifs interagissant avec l'EBS, ou l'EBS lui-même, sont opérationnels. Toutefois, un problème se pose lorsque ce système de gestion global n'est plus en possibilité d'assurer l'intégralité des fonctions, par exemple parce qu'il est partiellement défaillant, ou qu'il ne peut pas recevoir les informations nécessaires à son bon fonctionnement, du fait de capteurs défaillants. Autrement dit, le fonctionnement de ce type de système globalisé est complexe en mode dégradé, puisque le circuit de freinage doit alors être dupliqué par un circuit de freinage de secours qui, bien évidemment, complexifie le circuit de freinage global et en augmente le coût. Un problème que se propose de résoudre l'invention est celui de permettre une gestion des modes dégradés des différents dispositifs assurant la sécurité du freinage, et ce sans complexifier le circuit de freinage lui-même, tout en assurant un même niveau de sécurité que les systèmes existants.In the latter case, braking management is globalized, which simplifies braking operation, in normal mode, when all of the devices interacting with the EBS, or the EBS itself, are operational. However, a problem arises when this global management system is no longer able to perform all of the functions, for example because it is partially faulty, or it cannot receive the information necessary for its good operation, due to faulty sensors. In other words, the operation of this type of globalized system is complex in degraded mode, since the braking circuit must then be duplicated by an emergency braking circuit which, of course, complicates the overall braking circuit and increases the cost thereof. A problem which the invention proposes to solve is that of allowing management of the degraded modes of the various devices ensuring braking safety, and this without complicating the braking circuit itself, while ensuring the same level of safety as the existing systems.
Par ailleurs, on constate également certains problèmes lors de freinage, lorsque la charge tractée est particulièrement faible, ou bien encore que le véhicule tracteur fonctionne seul, et sans remorque. En effet, l'application d'un très fort effort de freinage au niveau de l'essieu avant du véhicule tracteur peut provoquer un basculement de ce dernier vers l'avant, avec des risques de soulever les roues arrières du véhicule tracteur, et des conséquences néfastes en ce qui concerne la tenue de route notamment. C'est pourquoi, les systèmes de freinage incluent généralement un mécanisme de correction tenant compte de la charge du véhicule. Ces mécanismes de correction peuvent être mis en place sur des systèmes de freinage conventionnels, et prennent la forme de valves de réduction qui sont généralement installées au niveau du circuit de commande de l'essieu avant. Ces valves permettent de diminuer les efforts de freinage appliqués sur l'essieu avant lorsque le véhicule est à faible charge, ou bien encore est sous forme d'un tracteur seul. L'emploi de ces valves supplémentaires complexifie le circuit de freinage, et ce d'autant plus qu'il est nécessaire que ces valves soient commandées de façon appropriée, par un circuit de commande spécifique.Furthermore, there are also certain problems during braking, when the towed load is particularly low, or even that the tractor vehicle operates alone, and without a trailer. Indeed, the application of a very strong braking force at the front axle of the tractor vehicle can cause the latter to tilt forwards, with the risk of lifting the rear wheels of the tractor vehicle, and harmful consequences with regard to handling particularly. This is why braking systems generally include a correction mechanism taking into account the vehicle load. These correction mechanisms can be implemented on conventional braking systems, and take the form of reduction valves which are generally installed at the front axle control circuit. These valves make it possible to reduce the braking forces applied to the front axle when the vehicle is at low load, or even is in the form of a tractor alone. The use of these additional valves complicates the braking circuit, all the more since it is necessary that these valves are controlled in an appropriate manner, by a specific control circuit.
On a également proposé d'assurer la correction du freinage en fonction de la charge en intégrant sa prise en compte dans des systèmes globaux de freinage du type EBS tels qu'évoqués ci-avant. Les mêmes inconvénients sont observés en ce qui concerne la gestion des modes dégradés de ces gestions globales de type EBS, puisqu'il est nécessaire de doubler le circuit de commande de freinage principal par un circuit de commande de freinage auxiliaire.It has also been proposed to provide braking correction as a function of the load by integrating it into account in global braking systems of the EBS type as mentioned above. The same drawbacks are observed with regard to the management of the degraded modes of these overall EBS type managements, since it is necessary to double the main braking control circuit by an auxiliary braking control circuit.
Un autre problème que se propose de résoudre l'invention est celui d'assurer une correction de l'effort de freinage en fonction de la charge du véhicule, et par extension au cas particulier où le tracteur fonctionne seul. Exposé de l'invention :Another problem which the invention proposes to solve is that of ensuring a correction of the braking force as a function of the load of the vehicle, and by extension to the particular case where the tractor operates alone. Statement of the invention:
L'invention concerne donc un dispositif de freinage pneumatique d'un essieu de véhicule industriel. De façon connue, un tel dispositif comporte un circuit de freinage propre à l'essieu, incluant un réservoir pneumatique d'air comprimé, un système de commande de freinage et des actionneurs de freins. Ce dispositif comporte également une unité de contrôle commande électronique assurant la régulation de l'alimentation du réservoir pneumatique à partir d'une source d'air comprimé.The invention therefore relates to a pneumatic braking device for an axle of an industrial vehicle. In known manner, such a device comprises a brake system specific to the axle, including a pneumatic compressed air tank, a brake control system and brake actuators. This device also includes an electronic control unit ensuring the regulation of the supply of the pneumatic tank from a source of compressed air.
Conformément à l'invention, ce dispositif se caractérise en ce que l'unité de contrôle commande est apte à assurer la régulation en air comprimé du réservoir pneumatique selon une consigne variable en fonction d'informations élaborées au sein de l'unité de contrôle commande, cette consigne étant variable entre deux seuils, à savoir un seuil haut correspondant à une valeur nominale de pression, et un seuil bas, permettant de limiter l'énergie pneumatique disponible au niveau du circuit de freinage considéré dans certaines circonstances.According to the invention, this device is characterized in that the control unit is able to regulate the compressed air of the pneumatic tank according to a variable setpoint according to information produced within the control unit. , this setpoint being variable between two thresholds, namely a high threshold corresponding to a nominal pressure value, and a low threshold, making it possible to limit the pneumatic energy available at the level of the braking circuit considered in certain circumstances.
Autrement dit, l'invention consiste à réduire la pression régnant au sein du réservoir du circuit de freinage lorsque la configuration du véhicule est telle qu'il est préférable de réduire l'effort de freinage à appliquer à l'essieu considéré. Le dispositif conformément à l'invention n'agit donc pas de façon spécifique sur les actionneurs de freinage, mais de façon plus générale sur le circuit de freinage en limitant la quantité d'énergie disponible par une réduction de la pression de l'air comprimé.In other words, the invention consists in reducing the pressure prevailing within the reservoir of the braking circuit when the configuration of the vehicle is such that it is preferable to reduce the braking force to be applied to the axle in question. The device according to the invention therefore does not act specifically on the braking actuators, but more generally on the braking circuit by limiting the amount of energy available by reducing the pressure of the compressed air. .
Cette solution présente l'avantage de ne pas nécessiter de composants supplémentaires complexifiant le circuit de freinage, puisque la régulation de la pression d'air peut être réalisée avec les composants utilisés pour assurer la régulation au niveau nominal. En pratique, les informations élaborées par l'unité de contrôle commande, et qui déterminent l'utilisation soit du seuil nominal soit du seuil bas, peuvent être représentatives soit de la charge du véhicule, soit encore de la présence de la remorque ou du fonctionnement en tracteur seul, ou bien encore refléter le fonctionnement correct ou défaillant du système anti-blocage des roues.This solution has the advantage of not requiring additional components to complicate the braking circuit, since regulation of the air pressure can be carried out with the components used to ensure regulation at nominal level. In practice, the information produced by the control unit, and which determines the use of either the nominal threshold or the low threshold, can be representative of either the vehicle load or the presence of the trailer or the operation in a tractor only, or else reflect the correct or faulty operation of the anti-lock braking system.
En pratique, on assurera la gestion spécifique du freinage de l'essieu avant en tenant compte, en premier lieu, de l'information représentant la charge du véhicule, et par extension la présence d'une remorque. Cette gestion pourra également prendre en compte de façon indépendante, le fait que le système d'anti-blocage des roues peut être défaillant au niveau de l'essieu avant.In practice, we will ensure the specific management of the braking of the front axle, taking into account, first of all, the information representing the load of the vehicle, and by extension the presence of a trailer. This management can also take into account independently, the fact that the anti-lock braking system may be faulty at the front axle.
De façon analogue, la gestion du freinage de l'essieu arrière pourra prendre en compte en premier lieu l'information selon laquelle le système d'anti-blocage des roues est défaillant, pour diminuer la pression dans le circuit de freinage arrière, et ainsi limiter les risques de "mise en portefeuille". L'information de charge au niveau de l'essieu arrière peut également être prise en compte dans un but d'optimisation.Similarly, the rear axle braking management can take into account in the first place the information according to which the anti-lock braking system is faulty, in order to reduce the pressure in the rear braking circuit, and thus limit the risks of "portfolio entry". The load information at the rear axle can also be taken into account for optimization purposes.
En pratique, différentes stratégies peuvent être envisagées pour déterminer la valeur de consigne appliquée au système de régulation de la pression dans le réservoir pneumatique. Ainsi, les valeurs de consigne peuvent adopter uniquement deux valeurs, correspondant aux seuils haut et bas. Mais il est possible que cette consigne adopte également des valeurs intermédiaires discrètes entre ces deux seuils, voire soit continûment variable entre ces deux seuils, notamment lorsque cette consigne dépend de la valeur de la charge.In practice, different strategies can be envisaged to determine the set value applied to the system for regulating the pressure in the pneumatic tank. Thus, the set values can adopt only two values, corresponding to the high and low thresholds. However, it is possible that this setpoint also adopts discrete intermediate values between these two thresholds, or even be continuously variable between these two thresholds, in particular when this setpoint depends on the value of the load.
Dans une forme de réalisation particulière, le réservoir pneumatique d'air comprimé peut être alimenté par l'intermédiaire d'une valve, elle-même commandée par l'unité de contrôle commande. Cette valve est apte selon le cas à assurer soit l'alimentation du réservoir depuis la source d'air comprimé, soit la vidange partielle dudit réservoir. Cette valve peut être avantageusement incorporée dans un système global de distribution de l'air comprimé disposé en sortie du compresseur d'air entraîné par le moteur thermique.In a particular embodiment, the pneumatic compressed air tank can be supplied via a valve, itself controlled by the control unit. This valve is suitable, as the case may be, for supplying either the reservoir from the source of compressed air, or the partial emptying of said reservoir. This valve can advantageously be incorporated in a global compressed air distribution system disposed at the outlet of the air compressor driven by the heat engine.
Cette ou ces valves peuvent également être intégrées dans un circuit d'alimentation existant.This or these valves can also be integrated into an existing supply circuit.
Description sommaire des figuresBrief description of the figures
La manière de réaliser l'invention ainsi que les avantages qui en découlent ressortiront bien de la description du mode de réalisation qui suit, à l'appui des figures annexées dans lesquelles :The manner of carrying out the invention as well as the advantages which result therefrom will emerge clearly from the description of the embodiment which follows, with the support of the appended figures in which:
- la figure 1 est un synoptique global illustrant le dispositif de freinage pneumatique d'un essieu,FIG. 1 is a general block diagram illustrating the pneumatic braking device of an axle,
- la figure 2 est une courbe illustrant la variation de la consigne de pression dans le réservoir pneumatique en fonction de la charge du véhicule.- Figure 2 is a curve illustrating the variation of the pressure setpoint in the pneumatic tank as a function of the vehicle load.
Manière de réaliser l'inventionWay of realizing the invention
La figure 1 illustre un exemple d'architecture d'un dispositif de freinage conforme à l'invention dans lequel on observe le circuit de freinage proprement dit (1) comportant un réservoir d'air comprimé (2) alimentant un système de commande de freinage (3) agissant sur des actionneurs de freinage (4) coopérant mécaniquement avec l'essieu à freiner (non représenté). Le réservoir (2) est alimenté en air comprimé à partir d'une source d'air comprimé qui peut typiquement être un compresseur (5). Cette alimentation s'effectue au travers d'une valve (10) dont le rôle sera exposé plus avant. Le dispositif de freinage comprend également une unité de contrôle commande (6) elle-même interfacée avec un bus de communication (7) lui permettant de dialoguer avec d'autres unités de contrôle commande ou calculateurs, ou bien généralement avec d'autres systèmes présents sur le véhicule.FIG. 1 illustrates an example of architecture of a braking device according to the invention in which the actual braking circuit (1) is observed comprising a compressed air tank (2) supplying a braking control system (3) acting on brake actuators (4) cooperating mechanically with the axle to be braked (not shown). The reservoir (2) is supplied with compressed air from a source of compressed air which can typically be a compressor (5). This supply takes place through a valve (10) whose role will be explained further. The braking device also comprises a command and control unit (6) itself interfaced with a communication bus (7) allowing it to communicate with other command and control units or computers, or generally with other systems present. on the vehicle.
Cette unité de contrôle commande (6) reçoit une information issue d'un capteur de pression (11) permettant de déterminer la pression régnant à l'intérieur du réservoir (2). En fonction de cette pression, l'unité de contrôle commande peut assurer la régulation de l'alimentation du réservoir (2) en air comprimé, à partir du compresseur (5).This control unit (6) receives information from a pressure sensor (11) making it possible to determine the pressure prevailing inside the tank (2). Depending on this pressure, the control unit can regulate the supply of compressed air to the tank (2) from the compressor (5).
Confoπnément à l'invention, cette régulation s'effectue par rapport à une consigne qui peut varier en fonction de différentes informations relatives au fonctionnement de certains organes ou dispositifs présents sur le véhicule.In accordance with the invention, this regulation is carried out with respect to a setpoint which can vary as a function of different information relating to the operation of certain organs or devices present on the vehicle.
Parmi ces informations, on peut notamment citer un indicateur du bon fonctionnement du système anti-blocage (8) des roues qui peut par exemple être relié par une liaison filaire (9) à l'unité de contrôle commande (6). D'autres informations, telles que notamment celles issues du capteur de charge du véhicule, peuvent transiter par l'intermédiaire du bus (7) en provenance d'autres calculateurs.Among this information, there may be mentioned in particular an indicator of the proper functioning of the anti-lock system (8) of the wheels which can for example be connected by a wired link (9) to the control unit command (6). Other information, such as in particular that coming from the vehicle load sensor, can pass through the bus (7) coming from other computers.
Comme déjà évoqué, l'invention peut s'appliquer à la régulation du dispositif de freinage de l'essieu avant ou de l'essieu arrière du véhicule.As already mentioned, the invention can be applied to the regulation of the braking device of the front axle or the rear axle of the vehicle.
Ainsi, dans le cas où il s'agit de la régulation du freinage de l'essieu avant, la pression de consigne du réservoir peut être gérée comme illustré à la figure 2, en fonction de la charge du véhicule. Plus précisément, au-delà d'une certaine charge de l'essieu (C2), la pression de la consigne peut être choisie à une valeur nominale, de l'ordre de 10 à 12 bars. Cette pression permet d'obtenir une réserve d'énergie suffisante pour assurer le freinage efficace du véhicule, lorsque la charge est relativement importante, et que les efforts de freinage doivent donc être soutenus, et relativement élevés.Thus, in the case where it is a question of regulating the braking of the front axle, the set pressure of the tank can be managed as illustrated in FIG. 2, depending on the load of the vehicle. More specifically, beyond a certain axle load (C2), the setpoint pressure can be chosen at a nominal value, of the order of 10 to 12 bars. This pressure makes it possible to obtain a sufficient reserve of energy to ensure effective braking of the vehicle, when the load is relatively large, and the braking forces must therefore be sustained, and relatively high.
A l'inverse, lorsque la charge est faible, typiquement en dessous d'un certain seuil (Cl), la consigne de pression peut être fixée à une valeur basse, ou pression de sécurité, et typiquement de l'ordre de 2 à 5 bars. Dans ce cas, la puissance un pneumatique emmagasinée dans le réservoir (2) est plus faible, mais largement suffisante pour assurer un freinage efficace du véhicule faiblement chargé. La valeur de la pression de sécurité est déterminée notamment en fonction des différentes exigences réglementaires relatives aux performances de freinage. Ces valeurs sont adaptées pour chaque silhouette de véhicule.Conversely, when the load is low, typically below a certain threshold (Cl), the pressure setpoint can be set at a low value, or safety pressure, and typically of the order of 2 to 5 bars. In this case, the power of a tire stored in the tank (2) is lower, but largely sufficient to ensure effective braking of the lightly loaded vehicle. The safety pressure value is determined in particular according to the various regulatory requirements relating to braking performance. These values are adapted for each vehicle silhouette.
Dans le cas particulier où le véhicule tracteur est seul, cette pression de sécurité est déterminée de telle sorte que lorsque la demande de freinage est maximale, le couple de freinage appliqué aux roues avant est limité de manière à éviter un report de charge entraînant le basculement à l'avant du véhicule.In the particular case where the towing vehicle is alone, this safety pressure is determined so that when the braking demand is maximum, the braking torque applied to the front wheels is limited so as to avoid a load transfer causing the tilting at the front of the vehicle.
Entre les deux seuils de charge (Cl, C2), la consigne de la pression peut être soit continûment variable comme illustré à la figure 2, soit adopter différentes valeurs intermédiaires. Les deux seuils de charge (Cl, C2) peuvent également être confondus, de sorte que la valeur de pression adopte deux valeurs uniquement.Between the two load thresholds (C1, C2), the pressure setpoint can either be continuously variable as illustrated in Figure 2, or adopt different intermediate values. The two load thresholds (C1, C2) can also be confused, so that the pressure value adopts only two values.
Comme déjà évoqué, cette régulation de la consigne de pression du réservoir peut être assujettie à la surveillance d'un autre paramètre, correspondant au fait que le véhicule fonctionne en tracteur seul, ou bien attelé par une remorque. Dans ce cas, la consigne de pression adopte soit la valeur de pression nominale, soit la valeur de pression de sécurité.As already mentioned, this regulation of the tank pressure setpoint may be subject to the monitoring of another parameter, corresponding to the fact that the vehicle operates as a tractor alone, or else coupled by a trailer. In this case, the pressure setpoint adopts either the nominal pressure value or the safety pressure value.
Cette pression de consigne peut également évoluer en fonction d'autres paramètres que sont par exemple un indicateur du bon fonctionnement du système d'anti-blocage des roues (8). Dans ce cas, et particulièrement en ce qui concerne l'essieu arrière, la valeur de consigne de pression est réduite dans le cas où le système d'anti-blocage des roues est défaillant, pour éviter en cas de demande de freinage soutenu, que les roues ne se bloquent automatiquement, du fait du non fonctionnement du système ABS. En revanche, lorsque le système d'ABS fonctionne correctement, celui-ci peut assurer une limitation du couple de freinage assuré à l'essieu, sans qu'il soit nécessaire de brider la puissance du dispositif de freinage associé à l'essieu considéré. Bien entendu, les différentes informations de charge, de fonctionnement en tracteur seul, ou de mode défaillant du système ABS peuvent être combinés avec une logique appropriée pour assurer la régulation de la pression du réservoir de freinage.This set pressure can also change as a function of other parameters which are, for example, an indicator of the correct functioning of the anti-lock braking system (8). In this case, and particularly with regard to the rear axle, the pressure setpoint is reduced in the event that the anti-lock braking system fails, to avoid in the event of a sustained braking request, that the wheels do not lock automatically, due to the non-functioning of the ABS system. On the other hand, when the ABS system works correctly, this can ensure a limitation of the braking torque provided to the axle, without it being necessary to restrict the power of the braking device associated with the axle in question. Of course, the different load, tractor only, or faulty mode information of the ABS system can be combined with appropriate logic to regulate the brake reservoir pressure.
En pratique, cette régulation peut être réalisée automatiquement comme illustré à la figure 1 par la combinaison des deux valves (10, 15). La première valve (10) permet d'alimenter dans la position illustrée le réservoir (2) à partir du compresseur (5) ou plus généralement de la source d'air comprimé incluant divers dispositifs de sécurité ou un dessicateur. Dans la position opposée à celle illustrée à la figure 1, la valve (10) assure la connexion du réservoir (2) avec la seconde valve (15). Dans la forme illustrée, la seconde valve (15) assure l'isolement du réservoir (2), de sorte que la pression dans ce dernier ne diminue qu'en cas de consommation du système de freinage. Dans la position opposée à celle de la figure 1, la seconde valve (15) permet la vidange du réservoir (2), notamment dans le cas où la pression de consigne passe de la valeur nominale à la valeur de pression de sécurité.In practice, this regulation can be carried out automatically as illustrated in FIG. 1 by the combination of the two valves (10, 15). The first valve (10) makes it possible to supply the reservoir (2) in the illustrated position from the compressor (5) or more generally from the source of compressed air including various safety devices or a desiccator. In the opposite position to that illustrated in FIG. 1, the valve (10) ensures the connection of the reservoir (2) with the second valve (15). In the illustrated form, the second valve (15) insulates the reservoir (2), so that the pressure in the latter decreases only when the braking system is consumed. In the position opposite that of FIG. 1, the second valve (15) allows the tank (2) to be emptied, in particular in the case where the set pressure changes from the nominal value to the safety pressure value.
Comme déjà évoqué, les différentes valves (10, 15) peuvent être intégrées dans un dispositif de distribution d'air comprimé tel que celui décrit dans les demandes de brevet No. FR 01.09590 et FR 01.09589 du Demandeur, non encore publiées à la date de dépôt de la présente demande.As already mentioned, the various valves (10, 15) can be integrated into a compressed air distribution device such as that described in patent applications No. FR 01.09590 and FR 01.09589 of the Applicant, not yet published on the date of filing of this application.
Il ressort de ce qui précède que le dispositif de freinage conformément à l'invention présente de multiples avantages, et notamment celui de permettre d'éviter le basculement autour de l'essieu avant du véhicule, pendant le freinage, lorsque celui-ci est en configuration de tracteur seul, et d'autant plus qu'il présente un fort porte-à-faux avant, ou bien encore est en configuration porteur, notamment lorsqu'il est à empâtement court, à vide ou à faible charge. Le même dispositif permet également d'éviter le blocage des roues du véhicule afin d'assurer sa stabilité et sa directibilité, même dans le cas où un dispositif d'anti-blocage des roues est défaillant. Ce dispositif de freinage présente une structure particulièrement simple, puisqu'il ne nécessite que très peu, voire aucun composant pneumatique supplémentaire que ceux peπnettant déjà d'assurer l'alimentation du circuit de freinage de configuration. It follows from the above that the braking device according to the invention has multiple advantages, and in particular that of making it possible to avoid tilting around the front axle of the vehicle, during braking, when the latter is in configuration of the tractor alone, and all the more that it has a strong front overhang, or else is in the carrier configuration, in particular when it is short-wheeled, empty or at low load. The same device also makes it possible to avoid the locking of the wheels of the vehicle in order to ensure its stability and its directibility, even in the case where an anti-locking device of the wheels is faulty. This braking device has a particularly simple structure, since it requires very little, or even no additional pneumatic component than those already peπnettant to supply the configuration braking circuit.

Claims

REVENDICATIONS
1/ Dispositif de freinage d'un essieu de véhicule industriel, comportant :1/ Braking device for an industrial vehicle axle, comprising:
- un circuit de freinage (1) propre à l'essieu, incluant un réservoir pneumatique d'air comprimé - a braking circuit (1) specific to the axle, including a pneumatic compressed air tank
(2), un système de commande du freinage(2), a braking control system
(3) et des actionneurs de freins (4),(3) and brake actuators (4),
- une unité de contrôle commande électronique (6), assurant la régulation de l'alimentation du réservoir pneumatique (2) à partir d'une source d'air comprimé (5), caractérisé en ce que l'unité de contrôle commande (6) est apte à assurer la régulation à l'air comprimé du réservoir pneumatique selon une consigne variable en fonction d'informations élaborées au sein de l'unité de contrôle commande, ladite consigne étant variable entre deux seuils, à savoir un seuil haut correspondant à une valeur nominale de pression, et un seuil bas permettant de limiter l'énergie pneumatique disponible au niveau du circuit de freinage considéré.- an electronic control unit (6), ensuring the regulation of the supply of the pneumatic tank (2) from a source of compressed air (5), characterized in that the control unit controls (6 ) is capable of ensuring compressed air regulation of the pneumatic tank according to a variable setpoint as a function of information developed within the control unit, said setpoint being variable between two thresholds, namely a high threshold corresponding to a nominal pressure value, and a low threshold making it possible to limit the pneumatic energy available at the level of the braking circuit considered.
2/ Dispositif de freinage selon la revendication 1, caractérisé en ce que la valeur de consigne peut adopter deux valeurs, à savoir les seuils haut et bas.2/ Braking device according to claim 1, characterized in that the set value can adopt two values, namely the high and low thresholds.
3/ Dispositif de freinage selon la revendication 1, caractérisé en ce que la valeur de consigne peut adopter des valeurs intermédiaires entre les deux seuils haut et bas.3/ Braking device according to claim 1, characterized in that the set value can adopt intermediate values between the two high and low thresholds.
4/ Dispositif de freinage selon la revendication 1, caractérisé en ce que les informations élaborées par l'unité de contrôle commande (6) sont représentatives de la charge du véhicule et notamment de sa remorque.4/ Braking device according to claim 1, characterized in that the information produced by the control unit (6) is representative of the load of the vehicle and in particular of its trailer.
5/ Dispositif de freinage selon la revendication 1, caractérisé en ce que les informations élaborées par l'unité de contrôle commande (6) sont représentatives de la présence d'une remorque. 6/ Dispositif de freinage selon la revendication 1, caractérisé en ce que les informations élaborées par l'unité de contrôle commande (6) sont représentatives de l'état de bon fonctionnement du système d'anti-blocage des roues de l'essieu considéré.5/ Braking device according to claim 1, characterized in that the information produced by the control unit (6) is representative of the presence of a trailer. 6/ Braking device according to claim 1, characterized in that the information produced by the control unit (6) is representative of the state of good operation of the anti-lock system of the wheels of the axle considered .
Il Dispositif de freinage de l'essieu avant d'un véhicule selon les revendications 4 ou 5.He Braking device for the front axle of a vehicle according to claims 4 or 5.
8/ Dispositif de freinage de l'essieu arrière d'un véhicule selon la revendication 6.8/ Braking device for the rear axle of a vehicle according to claim 6.
9/ Dispositif selon la revendication 1, caractérisé en ce que le réservoir pneumatique d'air comprimé (2) est alimenté par l'intermédiaire d'une valve (10) commandée par l'unité de contrôle commande (6), et apte selon le cas, à assurer l'alimentation du réservoir (2) depuis la source d'air comprimé (5) ou la vidange partielle dudit réservoir (2). 9/ Device according to claim 1, characterized in that the pneumatic compressed air tank (2) is supplied via a valve (10) controlled by the control unit (6), and adapted according to where appropriate, to ensure the supply of the tank (2) from the compressed air source (5) or the partial emptying of said tank (2).
EP03749926A 2002-05-14 2003-05-06 Braking device for the axle of an industrial vehicle Withdrawn EP1503925A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR0205888A FR2839693B1 (en) 2002-05-14 2002-05-14 BRAKING DEVICE OF AN INDUSTRIAL VEHICLE AXLE
FR0205888 2002-05-14
PCT/FR2003/001403 WO2003095279A1 (en) 2002-05-14 2003-05-06 Braking device for the axle of an industrial vehicle

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DE102004001532A1 (en) * 2004-01-10 2005-08-04 Wabco Gmbh & Co.Ohg Method and device for regulating the pressure in an electronically controlled braking system (EBS) of a vehicle
DE102007032963A1 (en) * 2007-07-16 2009-01-29 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH System with an air treatment plant
US9694800B2 (en) 2012-08-07 2017-07-04 Bendix Commercial Vehicle Systems Llc Secondary parking apparatus for a heavy vehicle

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JP2885903B2 (en) * 1990-08-03 1999-04-26 本田技研工業株式会社 Fluid pressure supply device for vehicles
EP0479044A1 (en) * 1990-10-01 1992-04-08 Robert Bosch Gmbh Pressure control valve for electropneumatic brake system
DE69307057T2 (en) * 1992-09-03 1997-07-17 Grau Ltd Braking systems
DE19928113C1 (en) * 1999-06-19 2000-10-26 Haldex Brake Prod Gmbh Trailer brake valve for anti-lock compressed air trailer braking system has independent control electronics driving valve in brake line, valve for controlled venting of control chamber

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WO2000074990A1 (en) * 1999-06-02 2000-12-14 Wabco Automotive Uk Limited Vehicle air braking systems

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