GB2357324A - Braking control of a vehicle additional axle - Google Patents
Braking control of a vehicle additional axle Download PDFInfo
- Publication number
- GB2357324A GB2357324A GB9929449A GB9929449A GB2357324A GB 2357324 A GB2357324 A GB 2357324A GB 9929449 A GB9929449 A GB 9929449A GB 9929449 A GB9929449 A GB 9929449A GB 2357324 A GB2357324 A GB 2357324A
- Authority
- GB
- United Kingdom
- Prior art keywords
- vehicle
- brake
- braking
- power
- control system
- 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- Withdrawn
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
- B60T8/32—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
- B60T8/34—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 having a fluid pressure regulator responsive to a speed condition
- B60T8/48—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 having a fluid pressure regulator responsive to a speed condition connecting the brake actuator to an alternative or additional source of fluid pressure, e.g. traction control systems
- B60T8/4809—Traction control, stability control, using both the wheel brakes and other automatic braking systems
- B60T8/4818—Traction control, stability control, using both the wheel brakes and other automatic braking systems in pneumatic brake 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
- 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
- B60T8/34—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 having a fluid pressure regulator responsive to a speed condition
- B60T8/349—Systems adapted to control a set of axles, e.g. tandem axles
Landscapes
- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Regulating Braking Force (AREA)
Abstract
A vehicle such as a trailer having an additional axle which can be lifted when not in use has a braking control system for the axle comprising a solenoid valve 18 controlled by an electrical signal from a foot brake such as trailer brake lights. The signal causes valve 18 to allow air to actuate valves 20, 22 to connect air from drive axle brake actuators of a primary braking system to the auxiliary brakes of the additional axle. In a vehicle fitted with traction control the braking system will prevent the additional axle brakes being activated during traction control. The axle and control system may be easily fitted to a vehicle having an electronic braking system (EBS) without EBS sensing or control of the axle being required. The valves 18,20,22 may be mounted with a housing (30, figs 1 and 2).
Description
0 0 0 11: -$4:: 0:
2357324 VEHICLE BRAKING SYSTEM This invention relates to a vehicle braking control system for use with an additional axle fitted to a vehicle. This invention also relates to a method of controlling the S brakes on an additional axle fitted to a vehicle.
It is a well known practice to add an additional axle to a heavy goods vehicle to allow that vehicle to carry more load or more easily support a given load. The additional axle can be lifted when not in use.
The additional axle could be a mid/pusher axle (running ahead of the drive axle) or a tag/trailing axle (behind the drive axle).
Typically, the additional axle has brakes which are coupled/slaved to the brakes for is the drive axle. For instance, the left hand brake on an additional axle would be operated when the left hand brake on the drive axle is operated. Similarly, the right hand brake on the additional axle would be operated when the right hand brake on the drive axle is operated.
The result of tying the braking system of the additional axle to the drive axle results in disadvantages and possible infringement of regulations (Regulation 13. 09/ECE, Supp 2)when a traction control system is used.
In such a system, if it is detected that a wheel is slipping, during acceleration of tile vehicle for instance, then that wheel is braked to prevent further slipping and to allow the wheel to regain traction. With the tying of the additional axle braking system to the drive axle braking system where a drive axle brake is applied to try and regain traction, the additional axle brake would also be applied. Thus, it could result that even though the additional wheel cannot have traction, since it is not 1 0 0..:
driven and is a slave, it would nevertheless be braked. This results in very inefficient and potentially dangerous operation of an additional axle.
It is an object of the present invention to address the above-mentioned disadvantages.
According to one aspect of the present invention, a vehicle braking control system for an auxiliary braking system comprises at least one power input from a primary braking system of a vehicle, at least one output for supplying power from the primary braking system to an auxiliary brake of the auxiliary braking system, and control means for controlling the supply of power to the auxiliary brake, which control means is actuable to supply power to the auxiliary brake only on receipt of an activation signal indicating that an operator has applied a brake of the vehicle.
is The primary braking system may comprise drive axle brake actuators.
The control means may be operable to receive an electrical activation signal. The activation signal is preferably independent of a signal from the primary braking system or primary braking system power supply.
The auxiliary braking system may be a braking system of an additional axle. The auxiliary braking system may include left and right brakes. The left and right brakes may be operable to receive power from actuators for left and right brakes of the primary braking system respectively.
Preferably, the power for the brakes is hydraulic power, where hydraulic power includes compressed liquid power and compressed gas power and also includes pneumatic power. Most preferably the power is pneumatic power.
2 The power for the auxiliary braking system may be available only when the primary braking system is actuated.
The control means may include a control valve, which may be actuable by the activation signal. The control valve is preferably a hydraulic valve, preferably an electrically controlled hydraulic valve. The control valve preferably controls the flow of a subsidiary fluid. The subsidiary fluid is preferably air from a service reservoir of the vehicle. The source is preferably, but not necessarily, separate to a source for the power for the brakes. The control valve may be an electrically controlled 3/2 valve.
The control means preferably includes at least one, most preferably two, brake control valve(s). The control means preferably includes a brake control valve for each brake of the auxiliary braking system. The or each brake control valve is is preferably controlled by the control valve.
The, or each, brake control Valve may be operable to supply power, preferably hydraulic power, to at least one auxiliary brake. The brake control valve may be biased to prevent the transmission of power to the auxiliary brake, in the absence of a signal from the control valve. The or each brake control valve is preferably arranged to receive a hydraulic signal from the control valve to open said brake control valve.
The brake control valve may be actuable by the control valve.
The action of the vehicle braking control system may permit activation of the auxiliary braking system only when an operator activates a foot brake of a vehicle to which the vehicle braking control system is fitted.
3 The power from the primary braking system supplied to the auxiliary braking system may be interrupted on activation of an anti-lock braking system of the vehicle. This may occur because an operator will necessarily have activated a brake of the vehicle.
The power from the primary braking system may not be supplied to the auxiliary braking system when a traction control system of the vehicle applies one or more of the primary brakes, because in that situation the operator would be activating an accelerator of the vehicle rather than a brake of the vehicle.
The vehicle braking control system may include a housing in which the components thereof are housed. The housing may include power input attachments. The housing may include power output attachments. The housing may include a control signal input portion.
is The invention extends to an auxiliary vehicle braking system comprising a braking control system as described in relation to the above aspect, and an additional axle including brakes for the wheels thereof The system may include supply lines from a primary braking system of the vehicle to the braking control system.
According to another aspect of the present invention a method of controlling an auxiliary braking system of a vehicle comprises supplying power from a primary braking system of the vehicle to an auxiliary brake of the auxiliary braking system on receipt of a signal by a control means, which signal indicates that an operator has applied a brake of the vehicle.
The signal may be an electrical signal. The signal is preferably, but not necessarily, independent of the power from tile primary braking system.
4 Any of the features disclosed herein may be combined with any of the above aspects, in any combination.
A specific embodiment of the present invention will now be described, by way of example, and with reference to the accompanying drawings, in which:
Figure 1 is a partially cut away side view of a control box for controlling the brakes of an additional axle fitted to a vehicle; Figure 2 is schematic top view of a control box as shown in Figure 1; and Figure 3 is a schematic circuit diagram for a control system for controlling the brakes of an additional axle of the vehicle.
is A braking control system 10 for an additional axle comprises a first air inlet 12 for supplying pneumatic power to a left hand brake, a second air inlet 14 for supplying pneumatic power to a right hand brake and a third air inlet 16 for supplying pneumatic power to a control valve 18 of the system. The control valve 18 controls a first brake control valve 20 and a second brake control valve 22, which are actuable to pass air from their respective first and second air inlets 12 and 14 to respective first and second air outlets 24 and 26. The system 10 also includes an electrical input 28 which supplies electrical control signals to the control valve 18 from a foot brake of the vehicle.
A housing 30 contains the control valve 18, first brake control valve 20, second brake control valve 22 which housing 30 can be secured to a vehicle, preferably close to the additional axle by means of mounting brackets 32a and 32b.
In more detail, the control valve 18 is a solenoid valve which is controlled by electrical signals received from the foot brake connection of the vehicle braking system. A heavy goods vehicle, with an electronic braking system takes an electronic signal from a foot brake which is passed to an electronic control unit which then passes control signals to the brakes. Separate control modules are provided to provide signals to each brake independently. The control valve 18 receives its electrical signal from an electrical contact on the point on the distribution board of the vehicle which receives the electrical signal from the foot brake. It is also possible to have the electrical contact for the control valve 18 at one of a number of points of a distribution board of the vehicle, for instance on the part which passes signals to the brake lights of the vehicle, or trailer.
The control valve 18 in the absence of an electrical signal from the foot brake is held in a closed position by the spring 34. When an electrical signal is received is from the foot brake, the valve 18 is opened which allows air from a rear service reservoir, or auxiliary circuit, (not shown) of the vehicle to pass to the first and second brake control valves 20 and 22 along piping section 36.
The control valve 18 is a 3/2 valve which has three ports (one electrical, one pneumatic input and one pneumatic output) and has two positions, which are open and closed.
I'lie first and second brake control valves 20 and 22 are also 312 valves having three ports (an input from drive axle brake actuators of the vehicle, an output to additional axle brakes and a control port from the control valve 18) Each of the first and second brake control valves 20 and 22 is maintained in a closed position by a spring 38a/38b which prevents air passing from the drive axle brake actuators to the brakes on the additional axle.
6 When the control valve 18 is opened, air from the rear service reservoir passes along the piping section 36 and opens the first and second brake control valves 20 and 22, thus allowing air from the drive axle brake actuators to pass to additional axle brakes and activate those brakes.
The supply to and from the first and second brake control valves 20 and 22 may be through a 12min, or other adequate diameter, pipe which receives air from the drive axle brake actuators. The air supply for the control valve 18 may be a 6mm piping section, or an adequate diameter, which receives air from the rear service reservoir.
The diameters of piping used and the 312 valves are all standard components.
In use, the system 10 can be fitted to a vehicle by securing the housing 30 to the vehicle with mounting brackets 32a and 32b. A pipe can then be run from respective drive axle brake actuators to the first and second air inlets 12 and 14. A feed from the rear service reservoir can be fed to the third air inlet 16. Then, pipes can be secured between the first and second air outlets 24 and 26 to the left and right brake actuators of the additional axle respectively. Finally, an electrical circuit should be made between the distribution board for the trailer brake lights or foot brake signal and the electrical input 28. The electrical signal must not be a source monitored by the electronic braking systems because this would result in an error signal appearing on the EBS diagnostic display.
In this way, the control box 10 can very easily and without any complex electronics or fitting be secured to a vehicle to allow the brakes of an additional axle to be controlled as described below.
Since the supply to the left and right brakes of the additional axle is controlled by the control valve 18, which only opens when the foot brake is operated, the left and right brakes of the additional axle can only operate when the foot brake is activated.
7 Thus, if the vehicle is fitted with automatic traction control and a drive wheel of the drive axle slips, then the wheel will be braked by the system. This would normally result in the corresponding wheel of the additional axle also being braked.
However, since the brakes of the additional axle can only now be applied if the foot S brake is operated, the brakes of the additional axle will not be operated when the automatic traction control is activated. Thus, the danger of an additional axle being braked unnecessarily is avoided.
However, when the anti-lock brake system activates the brakes on a left or right wheel of the drive axle, the corresponding left or right brake of the additional axle can still be activated, because when the anti-lock brake system is activated the brake pedal must necessarily be depressed and thus the control valve 18 will have been opened.
is The system allows an additional axle to be added to a vehicle controlled by EBS without this axle being sensed and controlled by that EBS system.
The system described above advantageously allows the use of a traction control system with an electronic braking system for a vehicle to which a third axle has been attached. This system allows both an anti-lock brake system and the anti traction control system of the vehicle to work without danger.
Also, the system has great advantages in not requiring changes to complex electronics of a vehicle but simply requires only feeds from the pneumatic system and an electrical supply from the distribution board, both of which can very easily be achieved.
In this way, the brake control system described herein has the significant advantage of being both easy to fit and relatively cheap to manufacture.
8 The reader's attention is directed to all papers and documents which are filed concurrently with or previous to this specification in connection with this application and which are open to public inspection with this specification, and the contents of all such papers and documents are incorporated herein by reference.
All of the features disclosed in this specification (including any accompanying claims, abstract and drawings), and/or all of the steps of any method or process so disclosed, may be combined in any combination, except combinations where at least some of such features and/or steps are mutually exclusive.
Each feature disclosed in this specification (including any accompanying claims, abstract and drawings), may be replaced by alternative features serving the same, equivalent or similar purpose, unless expressly stated otherwise. Tbus, unless expressly stated otherwise, each feature disclosed is one example only of a generic series of equivalent or similar features.
The invention is not restricted to the details of the foregoing embodiment(s). The invention extend to any novel one, or any novel combination, of the features disclosed in this specification (including any accompanying claims, abstract and drawings), or to any novel one, or any novel combination, of the steps of any method or process so disclosed.
9
Claims (28)
1. A vehicle braking control system for an auxiliary braking system comprises at least one power input from a primary braking system of a vehicle, at least one output for supplying power from the primary braking system to an auxiliary brake of the auxiliary braking system, and control means for controlling the supply of power to the auxiliary brake, which control means is actuable to supply power to the auxiliary brake only on receipt of an activation signal indicating that an operator has applied a brake of the vehicle.
2. A vehicle braking control system as claimed in claim 1, in which the primary braking system comprises drive axle brake actuators.
3. A vehicle braking control system as claimed in either claim 1 or claim 2, in which the control means is operable to receive an electrical activation signal.
4. A vehicle braking control system as claimed in claim 3, in which the activation signal is independent of a signal from the primary braking system or primary braking system power supply.
5. A vehicle braking control system as claimed in any preceding claim, in which the auxiliary braking system is a braking system of an additional axle.
6. A vehicle braking control system as claimed in any preceding claim, in which auxiliary braking system includes left and right brakes.
7. A vehicle braking control system as claimed in claim 6, in which the left and right brakes are operable to receive power from actuators for left and right brakes of the primary braking system respectively.
8. A vehicle braking control system as claimed in any preceding claim, in which the power for the brakes is hydraulic power, where hydraulic power includes compressed liquid power and compressed gas power and also includes pneumatic power.
9. A vehicle braking control system as claimed in any preceding claim, in which the power for the auxiliary braking system is available only when the primary braking system is actuated.
10. A vehicle braking control system as claimed in any preceding claim, in which the control means includes a control valve, which is actuable by the activation signal.
11. A vehicle braking control system as claimed in claim 10, in which the control is valve is an electrically controlled hydraulic valve.
12. A vehicle braking control system as claimed in either claim 10 or claim 11, in which the control valve controls the flow of a subsidiary fluid, for controlling the supply of power to the auxiliary brake(s).
13. A vehicle braking control system as claimed in claim 12, in which the subsidiary fluid is air from a service reservoir of the vehicle.
14. A vehicle braking control system as claimed in claim 12, in which the source of the subsidiary fluid is separate to a source for the power for the brakes.
15. A vehicle braking control system as claimed in any preceding claim, in which the control means includes at least one brake control valve.
16. A vehicle braking control system as claimed in claim 15, in which the control means includes a brake control valve for each brake of the auxiliary braking system.
17. A vehicle braking control system as claimed in claim 16, in which the, or each, brake control valve is operable to supply power to at least one auxiliary brake.
18. A vehicle braking control system as claimed in claim 17, in which the brake control valve is biased to prevent the transmission of power to the auxiliary brake, in the absence of a signal from the control valve.
19. A vehicle braking control system as claimed in any one of claims 16 to 18, in which the or each brake control valve is arranged to receive a hydraulic signal from the control valve to open said brake control valve.
20. A vehicle braking control system as claimed in any preceding claim, in which the action of the vehicle braking control system permits activation of the auxiliary braking system only when an operator activates a foot brake of a vehicle to which the vehicle braking control system is fitted.
21. A vehicle braking control system as claimed in any preceding claim, in which the power from the primary braking system supplied to the auxiliary braking system is interrupted on activation of an anti-lock braking system of the vehicle.
22. A vehicle braking control system as claimed in any preceding claim, in which the power from the primary braking system is not supplied to the auxiliary braking system when a traction control system of the vehicle applies one or more of the primary brakes.
23. An auxiliary vehicle braking system comprising a vehicle braking control system as claimed in any one of claim 1 to 22, and an additional axle including brakes for the wheels thereof.
12
24. A method of controlling an auxiliary braking system of a vehicle comprises supplying power from a primary braking system of the vehicle to an auxiliary brake of the auxiliary braking system on receipt of a signal by a control means, which signal indicates that an operator has applied a brake of the vehicle.
25. A method as claimed in claim 24, in which the signal is an electrical signal.
26. A method as claimed in either claim 24 or claim 25, in which the signal is independent of the power from the primary braking system.
27. A vehicle braking control system substantially as described herein with reference to the accompanying drawings.
28. A method of controlling an auxiliary braking system of a vehicle substantially as described herein with reference to the accompanying drawings.
13
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB9929449A GB2357324A (en) | 1999-12-14 | 1999-12-14 | Braking control of a vehicle additional axle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB9929449A GB2357324A (en) | 1999-12-14 | 1999-12-14 | Braking control of a vehicle additional axle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB9929449D0 GB9929449D0 (en) | 2000-02-09 |
| GB2357324A true GB2357324A (en) | 2001-06-20 |
Family
ID=10866225
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB9929449A Withdrawn GB2357324A (en) | 1999-12-14 | 1999-12-14 | Braking control of a vehicle additional axle |
Country Status (1)
| Country | Link |
|---|---|
| GB (1) | GB2357324A (en) |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4460220A (en) * | 1982-04-27 | 1984-07-17 | Wabco Fahrzeugbremsen Gmbh | Anti-skid brake control system for a multi-axle vehicle |
| EP0152627A2 (en) * | 1984-01-10 | 1985-08-28 | Robert Bosch Gmbh | Brake installation for vehicles |
| EP0191169A1 (en) * | 1985-01-17 | 1986-08-20 | Robert Bosch Gmbh | Anti-slip braking system |
| US5211449A (en) * | 1991-05-07 | 1993-05-18 | Wabco Standard Gmbh | Vehicle with liftable following axle |
-
1999
- 1999-12-14 GB GB9929449A patent/GB2357324A/en not_active Withdrawn
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4460220A (en) * | 1982-04-27 | 1984-07-17 | Wabco Fahrzeugbremsen Gmbh | Anti-skid brake control system for a multi-axle vehicle |
| EP0152627A2 (en) * | 1984-01-10 | 1985-08-28 | Robert Bosch Gmbh | Brake installation for vehicles |
| EP0191169A1 (en) * | 1985-01-17 | 1986-08-20 | Robert Bosch Gmbh | Anti-slip braking system |
| US5211449A (en) * | 1991-05-07 | 1993-05-18 | Wabco Standard Gmbh | Vehicle with liftable following axle |
Also Published As
| Publication number | Publication date |
|---|---|
| GB9929449D0 (en) | 2000-02-09 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| WAP | Application withdrawn, taken to be withdrawn or refused ** after publication under section 16(1) |