JPH0492758A - Air brake device for interconnected vehicle - Google Patents

Abstract

PURPOSE:To speed up the actuating timing of air brake of a vehicle such as trailer to be interconnected with a tractor so as to reduce its braking distance by arranging a brake valve starting its operation in an idle stroke at the initial time of stepping of a brake pedal to generate a pneumatic signal for releasing a control valve of the vehicle, at a pedal arm. CONSTITUTION:In a brake device of a tractor T1, working fluid supplied from a master cylinder 3 through stepping of a brake pedal 1 is fed from a distributor 4 to a wheel cylinder in front wheels 6a, 6b and to a wheel cylinder in rear wheels 6c, 6d. In the vicinity of a pedal arm 2 a brake valve 35 is arranged. This valve 35 is arranged so that a pedal arm 2 advances to an idle stroke at the initial time of stepping of brake pedal 1 and starts operation through operation of a lever 39, whereby compression air supplied from a pipe line 41 is fed to the side of a pipe line 43 to start operation of air brake on the side of a trailer T2 before working fluid is supplied to each wheel cylinder of the tractor T1.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to an air brake system for a combination vehicle such as a trailer towed by a tractor.

BACKGROUND OF THE INVENTION Conventionally, a trailer or other articulated vehicle towed by a towing vehicle is equipped with a compressed air tank and an air brake operated by the compressed air, and an operator operates the brake pedal on the towing vehicle. As a result, the brake of the towing vehicle itself is activated, and based on the air pressure signal generated in conjunction with the operation of the brake pedal,
Compressed air is supplied to the air brake from a compressed air tank provided on the trailer side, and the air brake is activated.

That is, as shown in the schematic diagram of FIG.
When the brake pedal 1 is depressed, the hydraulic fluid obtained from the mask cylinder 3 is supplied to the hydraulic braking device 7 of the tractor itself via the fluid path 5a to brake the tractor T1, while the hydraulic fluid is The liquid is supplied to the relay valve 9 through the liquid path 5b.

This tractor T1 is equipped with a near compressor 11, and air flowing from an air cleaner 13 is sent into an air tank 17 via a regulator 15. In addition, 19 is a pressure gauge, 21 is a safety valve, and 23 is a low pressure switch, and the low pressure switch 23 and the said relay valve 9 are connected by the hose 33C.

The relay valve 9 is opened by the hydraulic pressure of the hydraulic fluid supplied from the liquid path 5b, and is configured to send a predetermined air pressure to the secondary side until the pressure becomes equal to the primary side pressure supplied from the low sprayer switch 23. A compressed air tank 25, a control valve 27 that receives and receives compressed air from the compressed air tank 25, a brake chamber 29 connected to the control valve 27, and At least an air brake 31 is provided. Incidentally, 33 indicates a parking lot.

The above control valve 27 is also generally called a relay emergency valve, and is activated by the tractor T1 to connect the relay valve 9 and the low pressure switch 23 to the hose 3.
The control valve 27 opens based on the air pressure sent through the hose couplers 3a, 33b and the hose couplers 34a, 34b. Then, the air in the compressed air tank 25 is supplied to the brake chamber 29 via the control valve 27, the air brake 31 is activated, and the trailer T2 side is braked.

Problems to be Solved by the Invention However, with such conventional brake systems for articulated vehicles, the brakes on the coupled vehicle are often delayed in time compared to the brakes on the tow vehicle, and when braking There was an issue with the braking distance becoming longer due to being pushed by the towing vehicle or JM vehicle.

That is, in the case of the above configuration, the hoses 33a, 3 that are passed from the tractor T1, which is the towing vehicle, to the trailer T2, which is the coupled vehicle.
3b becomes quite long, it is inevitable that a time delay will occur in the transmission of the pneumatic signal from the relay valve 9 to the control valve 27, and as mentioned above, the time to start the brake operation of the trailer T2 will be delayed. It's easy to end up doing it.

Furthermore, since the hydraulic fluid obtained from the mask cylinder 3 on the tractor T1 side is branched into two fluid paths 5a and 5b, if the pedal stroke of the brake pedal 1 is increased in order to increase the amount of fluid discharged from the mask cylinder 3, Since the bottoming out phenomenon of the pedal lever occurs, there is a limit to the size of the pedal stroke itself, and it is difficult to obtain a predetermined hydraulic performance.

On the other hand, in order to deal with the above, Utility Model Application No. 59-147666
The publication describes the compressed air tank 25 and the air brake 3.
A branch circuit including a solenoid valve is separately provided between the brake pedal 1 and the brake pedal 1, and the solenoid valve is opened immediately after the start of operation of the brake pedal 1, and the compressed air obtained from the compressed air tank 25 is immediately supplied to the brake pedal 1. An example of a brake system for a coupled vehicle is disclosed, which is provided with a pedal-responsive switch for supplying a third brake.

According to such a configuration, immediately after the operator operates the brake pedal 1, the branch circuit inside the connected vehicle opens, and compressed air from the compressed air tank 25 is immediately supplied to the air brake 3.
1, it is possible to obtain the effect that braking delay does not occur on the connected vehicle side, but it is necessary to separately equip a branch circuit containing a solenoid valve in the brake system of the connected vehicle side. This method has disadvantages in that it not only increases costs due to parts procurement, but also requires additional man-hours due to the cumbersome operation of some of these parts.

Therefore, the present invention solves the problems that the conventional air brake device for a coupled vehicle has, makes it possible to shorten the braking distance of the towing vehicle by accelerating the start of brake operation on the coupled vehicle side, and It is an object of the present invention to provide an air brake device for a coupled vehicle, which can adjust the brake operation start timing on the coupled vehicle side, has a simplified overall configuration, and can reduce costs.

Means for Solving the Problems In order to achieve the above-mentioned object, the present invention provides an air brake device installed in a articulated vehicle towed by a tow vehicle, which comprises a compressed air tank provided in the coupled vehicle, and a compressed air tank provided in the articulated vehicle. A brake chamber operated by compressed air obtained from a compressed air tank is inserted between the brake chamber and the compressed air tank, and opens and closes based on a pneumatic signal generated in conjunction with the operation of the brake pedal in the towing vehicle. In the air brake system for a coupled vehicle comprising a control valve to be controlled, first of all, according to claim 1, the brake pedal in the tow vehicle is attached to a pedal arm to which a brake pedal is fixed, and the brake pedal is operated in conjunction with the pedal arm. According to claim 2, the air brake device is configured to include a brake valve that starts operating within the play stroke at the initial stage of depression and generates a pneumatic signal that releases the control valve on the connected vehicle side. A connection between the pedal arm and the brake valve, in which both left and right ends are pivotally connected to the pedal arm and the brake valve, respectively, and a link equipped with a length adjustment mechanism for changing the operation start position of the brake valve. This is the structure of a car air brake system.

According to this configuration, when the operator depresses the brake pedal in the towing vehicle, the brake valve that operates in conjunction with the pedal arm starts operating within the play stroke at the initial stage of depression of the brake pedal, and controls the connected vehicle side. A pneumatic signal is generated for opening the valve, which pneumatic signal is immediately supplied to the control valve on the coupling vehicle side.

Therefore, the operation timing of the air brake on the coupled vehicle side is accelerated compared to the operating timing of the brake on the towing vehicle side, so the operation of the air brake on the coupled vehicle side is faster than the operation of the brake on the towing vehicle side. This eliminates delays and reduces the braking distance of the towing vehicle and the coupled vehicle.

In addition, by adjusting the overall length of the link that is pivotally connected between the pedal arm and the brake valve and changing the position at which the brake valve starts operating, the timing at which the air brake starts operating on the connected vehicle side can be changed as appropriate. This makes it possible to easily handle the case where a coupled vehicle having different braking characteristics from the towing vehicle is connected.

EXAMPLE Hereinafter, an embodiment of a brake system for a coupled vehicle according to the present invention will be described in detail with reference to the drawings, with the same reference numerals given to the same components as in the conventional structure.

FIG. 1 is a schematic diagram conceptually showing this embodiment, which is divided into a tractor T1 as a towing vehicle and a trailer T2 as a coupling vehicle, with line a as a boundary.

First, the main components of the tractor T1 side will be explained. 1 is a brake pedal, 2 is a pedal arm, and 3 is a mask cylinder. The hydraulic fluid obtained from the mask cylinder 3 is passed from the distributor 4 through the liquid paths 4a and 4b. The liquid is supplied to the wheel cylinders built in the front wheels 6g and 6b, and is also supplied to the wheel cylinders built in the rear wheels 6c and 6d via liquid passages 4c and 4d.

11 is a near compressor, 13 is an air cleaner, 15 is a regulator, and 17 is an air tank.
The air is fed into the air tank 17 via the conduit 16a.

19a is a pressure sensor, 19 is a pressure gauge, 20a is a low pressure indicator, 20 is a warning lamp, 21
2 is a safety valve, and 22 is a check valve, and this check valve 22 is arranged in a pipe line 16b that communicates the compressor 11 and the air tank 17.

35 is a brake valve disposed near the pedal arm 2, and a link 37 is provided near the lower end of the pedal arm 2.
One end of the link 37 on the rear RR side is pivotally connected, and the other end of the link 37 is pivotally connected to the tip of a lever 39 protruding from the brake valve 35. Incidentally, as will be described later, the length of the link 37 can be freely adjusted.

A pipe line 41 led out from the air tank 17 is connected to the brake valve 35, and the brake valve 3
A conduit 43 led out from the trailer T2 is extended toward the trailer T2.

On the other hand, on the trailer T2 side as a coupled vehicle, there is a compressed air tank 25.25, a control valve 27.
Brake chamber 29.29 connected to 7.27,
A conduit 45 led out from the brake chamber 29.29
．． 45 is provided, and these conduits 45, 45 are connected to respective braking wheels (in the illustrated example, rear wheels) 47a, 47b of the trailer T2 to constitute an air brake device.

The above control valve 27 is also called a play emergency valve, and the control valve 2727 is activated based on the air pressure sent through the tractor T, the side pipe 43 and the pipe 49 led out from the air tank 17. Opens and closes.

Next, based on FIG. 2 and FIG.
The structure of the 5-neighborhood will be explained in detail.

Reference numeral 51 denotes an instrument panel disposed inside the tractor T, and a bracket 53 fixed to the front FR side of the instrument panel 51 supports the master back 3a and the mask cylinder 3.

A pedal bracket 55 is fixed to the rear RR side of the instrument panel 51, and a rod 2a penetrating and supported near the upper end of the pedal arm 2 is rotatably pivoted at approximately the center of the pedal bracket 55. supported.

1 is a brake pedal fixed to the lower end of the pedal arm 2; 57 is a return spring for the pedal arm 2 wound between the rod 2a and the pedal bracket 55;
59 is a spring inserted between the pedal bracket 55 and the intermediate portion of the pedal arm 2 for assisting the return of the pedal arm 2.

A short arm 61 extending rearward and diagonally downward from the rod 2a is fixed to the rod 2a.
The rear end of the rod 63 is pivotally connected to the lower side of the rod 63 . The front end of the opening/end 63 is fitted into the master bag 3a.

Further, a stopper 65 for limiting the amount of depression of the pedal arm 2 is provided on the lower rear RR side of the instrument panel 51. This stopper 65 is of a screw adjustable type, and by changing the length of the stopper 65, the amount of depression of the pedal arm 2 can be changed as appropriate.

A valve support bracket 67 is fixed to the lower side of the instrument panel 5 and extends obliquely downward from the instrument panel 51 toward the rear RR side. A valve support body 71 is fixed by a valve support body 7I, and the brake valve 35 is disposed on this valve support body 7I.

As described above, one end of the link 37 on the rear RR side is pivotally connected to the vicinity of the lower end of the pedal arm 2.
a lever 3 whose other end 7 protrudes from the brake valve 35;
It is pivotally connected to the tip of 9. And the link 37
The intermediate portion 37a of the link 3 is of a screw adjustable type.
The total length of 7 is adjustable.

As shown in FIG. 3, the brake valve 35 is connected to a conduit 41 through which air is supplied from the pneumatic tank 17, and to the trailer T.
A conduit 43 for supplying a predetermined air pressure to 2 is attached.

Incidentally, instead of connecting both ends of the link 37 with a pivot,
Both ends of the link 37 may be fixed to the vicinity of the lower end of the pedal arm 2 and the tip of the lever 39, and a 22-versal joint may be provided near this fixed part.

The operation of this embodiment with such a configuration will be explained below.

First, as a basic operation, outside air supplied from the air cleaner 13 is transferred to the near compressor 11. which is driven by the engine 12. Regulator 15. The air is fed into the air tank 17 via the pipe 16a.

The air pressure in the air tank 17 is monitored by a pressure gauge 19, and when this air pressure falls below a lower limit value, a warning lamp 20 is lit in response to a signal from a low pressure indicator.

Under such conditions, when the operator riding on the side of the tractor T1 serving as the towing vehicle depresses the brake pedal 1,
The pedal arm 2 is located at the center point P2 of the rod 2a shown in FIG.
The short arm 61 extending diagonally downward from the rod 2a and the rod 63 pivotally connected to the lower side of the short arm 61 enter the master bag 3a. By doing this, the hydraulic fluid obtained from the mask cylinder 3 is transferred to the liquid channels 4a, 4b, 4c shown in FIG.
, 4d to the front wheel 6a of the tractor T1.

6b and to wheel cylinders built in rear wheels 6c and 6d, respectively, and all wheels of the tractor T1 are braked. When the operator stops depressing the brake pedal 1, the pedal arm 2 returns to its original state due to the elastic force of the return spring 57 and the return assist spring 59.

Note that by changing the length of the stopper 65 provided on the lower rear RR side of the instrument panel 51, the amount of depression of the pedal arm 2 can be changed as appropriate.

On the other hand, in conjunction with the depressing operation of the pedal arm 2,
A link 37 pivotally supported near the lower end of the pedal arm 2
Due to this action, the lever 39 protruding from the brake valve 35 rotates by a predetermined angle about the point P1.

This brake valve 35 sends the compressed air sent from the pipe line 41 to the pipe line 43 side in response to the movement of the lever 39, and also adjusts the air pressure on the primary side to be sent and the air pressure on the secondary side to be sent. When the pressure reaches a balance, the valve closes and the air supply stops.

The air pressure thus sent to the trailer T2 side via the pipe line 43 is supplied to the control valves 27, 27 on the trailer T2 side.

The control valve 27.27 is a valve called a beam emergency valve, and the control valve 27. 27 opens. Then, the air in the compressed air tank 25.25 provided in the trailer T2 flows through the control valve 27.27 to the brake chamber 2.
9.29, compressed air is supplied to the brake wheels 47a, 47b via the pipes 45, 45, and the trailer T2 is braked.

During the above operation, 11 shown in FIG. 2 indicates the idle stroke of the pedal arm 2, and 12 also indicates the effective stroke of the pedal arm 2. That is, when the pedal arm 2 is normally within the idle stroke 11, the hydraulic fluid obtained from the mask cylinder 3 is not supplied to the front and rear wheels of the tractor T, and the pedal arm 2 enters the effective stroke 12. Later, the hydraulic fluid obtained from the mask cylinder 3 is supplied to the wheel cylinders built in the front wheels 6a, 6b and the rear wheels 6c, 6d, respectively, of the tractor T1 via the liquid passages 4a, 4b, 4c, 4d, and the tractor All wheels of T are braked.

On the other hand, line b shown in FIG. 2 indicates the actuation start position of the lever 39 protruding from the brake valve 35. That is, the lever 39, which is pivotally connected to the pedal arm 2 via the link 37, starts operating at the same time as the operator depresses the brake pedal 1, and the operating stroke l' of the lever 39 corresponds to the play of the pedal arm 2. Stroke 1
1 and Roma-.

Therefore, at the same time that the pedal arm 2 enters the idle stroke 11 at the initial stage of depression of the brake pedal 1, the brake valve 35 starts operating due to the action of the lever 39, and immediately the conduit 4 connected to the brake valve 35 starts operating. ] The compressed air is sent to the pipe line 43 side, and the trailer T2 is
braking is performed.

In other words, the pedal arm 2 does not enter the effective stroke 12, and therefore the air brake on the lower trailer 2 side starts operating before the hydraulic fluid obtained from the mask cylinder 3 is supplied to each wheel cylinder of the tractor T1. be done.

Therefore, the operation timing of the air brake on the lower trailer 2 side is accelerated compared to the operation timing of the service brake on the tractor T1 side, so the operation of the air brake on the lower trailer 2 side takes longer than the operation of the brake on the tractor T1 side. Therefore, the braking distance of the tractor T1 can be shortened.

Incidentally, when the pedal arm 2 enters the effective stroke I2, the lever 39 of the brake valve 35 also rotates beyond the actuation stroke 11' shown in the figure, but the brake valve 35 is moved as described above. The valve has the function of immediately closing the air pressure to stop the air supply to the pipe line 43 when the air pressure on the primary side to be supplied and the air pressure on the secondary side to be supplied are equal to each other. The braking of trailer T2 is not equally affected.

The total length of the link 37 can be freely adjusted by adjusting a screw interposed in the intermediate portion 37a of the link 37, and by changing the total length of the link 37, the operation start position of the brake valve 35 can be adjusted. By changing , the timing at which the air brake on the lower side of the trailer starts operating can be changed.

Therefore, the trailer T2 has different braking characteristics from the tractor T1.
It is possible to easily correspond to the case where two are connected.

In addition, when the operating stroke of the lever 39 is made to be 1.1 or more, by extending the length of the lever 39 protruding from the brake valve 35, the operating angle of the lever 39 becomes larger and the operating stroke is also expanded. be done. Therefore, the brake valve 35 can be optimized by appropriately adjusting the actuation start position of the lever 39 and the stroke size of the lever 39 in accordance with the sizes of the play stroke 11 and the effective stroke I2 set for the pedal arm 2. This makes it possible to set the operating state to a suitable operating state.

Effects of the Invention According to the brake device for a coupled vehicle according to the present invention, which has been explained in detail above, the operation timing of the brake on the towing vehicle side is
Since the activation timing of the air brake on the coupled vehicle side can be accelerated, the operation of the air brake on the coupled vehicle side is prevented from being delayed in time compared to the operation of the brake on the towing vehicle side, and the operation of the air brake on the coupled vehicle side is prevented from occurring. This has the effect of shortening the braking distance.

In addition, the overall configuration is simplified, and it requires major modifications to the device that has been used in the past, which has various valves built into the braking stem of the cross piping to ensure stable braking characteristics. Since it can be easily applied without having to do anything, it is possible to reduce costs.

Furthermore, by adjusting the overall length of the link that is pivotally connected between the pedal arm and the brake valve, it is possible to change the timing at which the air brake on the connected vehicle starts operating as appropriate. Even when connected cars with different characteristics are connected, it can be easily adapted, and the effect of great versatility is exhibited.

[Brief explanation of the drawing]

Fig. 1 is a schematic diagram showing the basic configuration of the brake device for a coupled vehicle according to the present invention, Fig. 2 is a side view of the main part showing a specific structural example, and Fig. 3 is a view taken from the ■ direction in Fig. 2. The arrow view and FIG. 4 are schematic diagrams showing an example of a conventional brake device for a coupled vehicle. l... Brake pedal, 2... Pedal arm, 2a
...Rod, 3...Master cylinder, 11...Near compressor, 15...Regulator, 17...
Air tank, 25... Compressed air tank, 27... Control valve, 29... Brake chamber 34... Brake valve, 37... Link, 39 = lever, 47a,
47b=Brake transport, 51... Instrument panel, 55... Pedal bracket, 61... Short arm, 6
3...Rod, 65...Stopper, 67...Valve support bracket.

Claims (2)

[Claims] (1) An air brake device installed on a articulated vehicle towed by a towing vehicle, which includes a compressed air tank provided in the coupled vehicle, a brake chamber operated by compressed air obtained from the compressed air tank, and An air brake device for a coupled vehicle comprising a control valve inserted between a brake chamber and a compressed air tank and controlled to open and close based on a pneumatic signal generated in conjunction with operation of a brake pedal in a towing vehicle. In this case, the brake pedal in the towing vehicle is connected to a fixed pedal arm, and operates in conjunction with the pedal arm, and starts operating within the play stroke at the initial stage of depression of the brake pedal, thereby controlling the control valve on the coupled vehicle side. An air brake device for a coupled vehicle, characterized in that a brake valve is provided that generates an air pressure signal for release. (2) A link between the pedal arm and the brake valve, whose left and right ends are pivotally connected to the pedal arm and the brake valve, respectively, and which is equipped with a length adjustment mechanism for changing the operation start position of the brake valve. 2. The air brake device for a coupled vehicle according to claim 1, further comprising: a.