FR2535273A1 - ROAD TRAIN BRAKING EQUIPMENT - Google Patents

Abstract

ROAD TRAIN BRAKING EQUIPMENT. A MULTI-CIRCUIT BRAKE VALUE GENERATOR 3 IS PARTLY ELECTRIC AND PARTLY PNEUMATIC. A DISTRIBUTOR 9 FOR CONTROL OF THE TRAILER INCLUDES SEVERAL CONTROL CIRCUITS, AND IN PARTICULAR A PURE CONTROL CIRCUIT II. BRAKE VALUE GENERATOR 3 IS MADE WITH THREE CIRCUITS, ONE OF WHICH IS USED FOR ELECTRICAL ATTACK OF PRESSURE CONTROL VALVES 14, 19 ON THE TRACTOR VEHICLE AND FOR ELECTRICAL CONTROL OF THE TRAILER BRAKES. AN AUXILIARY PNEUMATIC CONTROL IS PROVIDED.

Description

The present invention relates to a road train braking equipment

  with a multi-circuit master brake, driven by a driver-operated braking value generator, and a trailer control distributor with at least two control circuits. Such road train braking equipment is known (US Patent No. 3,275,381) In this known equipment, the

  two hydraulic braking circuits of the towing vehicle

  each hold a brake booster, hydraulically controlled

  and causing the compressed air of a reservoir to act on an amplifying piston, which then actuates a hydraulic cylinder for producing a pressure in the downstream hydraulic wheel brake cylinders. This known braking equipment has the following drawback

  multiplication of repeated pressure introduces large hysteresis

  sis and a lot of time elapses until the brake response He in

  so is both on the towing vehicle and on the trailer.

  According to an essential characteristic of the invention, the gen-

  braking value transmitter is designed to control both electrical circuits that are activated by a pressure; and one of the pressure-actuated circuits for attacking the trailer control valve is a pure control circuit. A road train braking equipment according to the invention.

  avoids the aforementioned drawback, since the pressure delivered by the general

  braking value is transmitted by a single circuit to the

  trailer control valve A quick response from this distri-

scorer is thus guaranteed.

  Another advantage of the invention lies in the fact that the use of an electric circuit also accelerates the response on the towing vehicle. Other features and advantages of the invention will be

  better understood using the following detailed description of

  Embodiments and accompanying drawings, in which: FIG. 1 shows a road train braking equipment with a three-circuit braking value generator, electrical control of the tractor vehicle brake and auxiliary pneumatic control of the axle control. before; Figure 2 shows similar braking equipment, but with auxiliary pneumatic control of the rear axle control; and FIG. 3 represents an auxiliary pneumatic control of the brake

of the front axle.

  Road train braking equipment is supplied by a compressor 1 and a 4-circuit protection distributor 2 Downstream of the latter is mounted a three-circuit braking value generator 3 which comprises two pneumatic valves 4, 5 and 5.

  an electric power generator 6 The elements 4, 5 and 6 sur-

  each ensure a circuit I, II or III, the circuit II being a pure control circuit, because it simply connects a supply line 6 to a control port 8 of a control valve 9 of the trailer, by the 5 of the valve 5 The circuit I also connects a supply pipe 10 via the valve 4, to a control port 11 of the control valve 9 of the trailer, but downstream

  of the brake pressure generator 3 a pipe 12 deriving from

  vation, leading to a control port 13 of a distributor

pressure control 14.

  The pressure control valve 14 has two cir-

  cooked attack and, therefore, a second port for an order

  electrical powered by an electromagnet 15

  14 is a dual-circuit pressure control device mounted on a front wheel brake, between a tank 16, supplied with compressed air by the pipe 10, and two front wheel cylinders 17 and 18 A pressure control distributor 19 to a single drive circuit is provided for the rear wheel brakes and mounted between a reservoir 20, supplied with compressed air via line 7, and two rear wheel brake cylinders 21 and 22; electromagnet 23 and the two electromagnets and 23 are each connected by a line 24 or 25 to a switching element 26 depending on the load, electronically controlled by two load sensors 26 'and 26 "as indicated in dots and dashes in the figure it is furthermore possible to insert in both lines 24 and 25 an anti-lock switching element 27,

  with the wheel speed sensors 27 'and 27 ".

  The switching element 26 and, if appropriate, the switching element

  27 are driven by an electronic control device 28, connected by an electric line 29 to the current generator 6 of the

  braking value generator 3.

  A power line 30, mounted downstream of the communication device

  Mande 28, is intended for the electric control of the brakes of the trailer Two pairs of coupling head with pressure fluid 31 and

  32 also connect the trailer to the towing vehicle, by means of a

  reservoir 33 and a braking line 34.

  The operation of the braking value generator 3 reverses both the electric power generator 6 and the two valves 4 and 5. The current is transmitted via the line 29 to the electronic control device 28, which converts it; the switching element 27 as a function of the load then connects a braking value, then the product is transmitted by the lines 24 and 25 to the electromagnets 15

  and 23 these reverse the pressure control valves

  14 and 19, and air is transmitted under control of the tanks 16 and 20 to the brake cylinders 17, 18, 21 and 22, along a path

  short The braking takes place with measured forces.

  Simultaneously with the electrical control and the electrical control signal reaching the trailer via line 30, compressed air

  is transmitted by circuit II directly and only to the distribution

  scorer 9 control of the trailer, which is well reversed quickly

  and so-called in the braking direction, and transmits air from

  tank line 33 of the trailer to the pipeline of

  braking 34 of the latter The trailer is thus braked quickly-

  in such a way as possible and before the towing vehicle.

  The safety of the attack of the control valve of the trailer is guaranteed by the only connection of the circuit II to the valve 5

  braking value generator 3.

  In the towing vehicle, compressed air also reaches the control port 13 of the pressure control valve 14, after the electrical control. This air, however, does not act when the

  electrical control has already been carried out In the event of an electrical failure

  On the other hand, the pressure control valve 14 is reversed by compressed air in the control port 13 and the towing vehicle is braked at least by the front wheel brakes. The road train can be braked safely. because the

  Trailer brakes act fully.

  Where applicable, the auxiliary control of a

  pressure can also be transferred to the wheel brakes

  Figure 2 shows such a device.

  Those of the embodiment according to FIG. 1 bear the same references. Only the pressure control valves 14 and 19

have been swapped.

  When using an anti-lock control with item 27

  anti-lock switches, pressure control valves

  14 and 19 shall be designed to allow multi-channel anti-lock control to deliver braking

  This result can be obtained for example

  combination of two 2/2 electromagnetic distributors or a distribution

  electromagnetic scorer 3/2 and two electromagnetic distributors

  2/2 ticks for controlled pressure rise, reduction of

  pressure and maintaining pressure.

  FIG. 3 shows a variant of the models according to FIG.

  and 2 The braking value generator 3, the switching device

  28, the control distributor 9 of the trailer,

  the entire braking of the trailer and the power supply under

  tanks 16 and 20 are the same as in the models

according to Figures 1 and 2.

  The equipment according to FIG. 3, however, uses pressure control distributors 35 and 36 which can not be connected to each other.

  than by an electromagnet 37 or 38 Downstream of the distributor of com-

  The front wheel brake pressure switch 35 is fitted with a double-acting check valve 39, the second side of which is connected to the pipe 12 assigned to the circuit I. In this model, the front wheel and wheel brakes back are

  usually attacked by electromagnets 37 and 38, and

  By the pressure control valves 35 and 38, in the event of an electrical failure, the pressure rise in the pipe 12 causes the double-acting check valve 39 to pass into its other limit position without disturbing the brake of the valve. trailer, and air flows from the circuit I into the cylinders 17 and 18 of the front wheel brake The towing vehicle is still braked by the front wheel brakes The road train can be braked in

  safely because the trailer brakes act fully.

  Of course, various modifications may be made by those skilled in the art to the principle and to the devices which have just been described solely by way of nonlimiting examples, without

depart from the scope of the invention.

Claims (6)

claims   1 Road train braking equipment with a multi-circuit master brake, driven by a driver-operated braking value generator, and a trailer control valve with at least two control circuits, said equipment being characterized in that the braking value generator (3) is designed to control both electrical circuits that are activated by a pressure (I, II, III); and one (II) pressure-actuated circuits (I, 11) for driving the control valve (9)   of the trailer is a pure control circuit.   2 Road train brake equipment according to claim 1, characterized in that the braking value generator (3) is made with three circuits.   3 Road train braking equipment according to one of the claims   1 or 2, characterized in that an electrical circuit (III) is for the attack of at least one pressure control valve   (14, 19; 35, 36) assigned to a braking circuit of the towing vehicle.   4 Road train braking equipment according to any of the   Claims 1 to 3, characterized in that the actuated circuits   pressure (I, II) and / or the electric circuit (III) are   used to control the brakes of the trailer.   Road train braking equipment according to one of Claims 3 or 4, with pressure control valves arranged between tanks and wheel brake cylinders, and characterized in that each reservoir (16, 20) is connected by a separate pipe (7, 10) to one of the two pressure medium circuits (I, 11). 6 Road train brake equipment according to claim 5, characterized in that switching elements (26) according to   the charge are inserted into the electric circuit (III).   7 Road train braking equipment according to any   Claims 3 to 6, characterized in that the distributors   pressure control means (35, 36) are driven by a circuit for controlling a brake pressure; and a double-acting non-return valve (39) is inserted into the braking line Z 535273   downstream, its second side being connected to a fluid braking circuit   pressure (I) of the braking value generator (3).   8 Road train brake equipment according to any   Claims 5 to 7, characterized in that elements (27)   switching according to the anti-lock are inserted in the   electric circuit (III); and the pressure control distributors   (14, 19) are made to control each of the pressures of   individual braking for multi-channel anti-lock control.