JPH0692216A - Braking system for trailer with multiple axles - Google Patents

Abstract

PURPOSE:To reduce a time lag at the time of starting the braking operation especially during antiskid non-operating time while proper braking force is applied to the respective wheels during the antiskid control. CONSTITUTION:A proportional pressure reducing control valve 80R interposed between an antiskid control valve device 61R and a specified brake operating device 8 (driven device) 51R is provided with a function as a relay valve as well as the original proportional pressure reducing control function.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a brake system having an anti-skid control function,
The present invention relates to a braking technique that can be effectively used for a multi-axle trailer having a plurality of axles in the front-rear direction of a vehicle body.

[0002]

[Prior art and its problems] As a brake system for a multi-axle trailer, at least a part of a sensor for monitoring the rotation state of wheels is shared, and a discrimination circuit and an anti-skid control valve device are used based on a signal from the sensor. It is conceivable to control the pressures of all brake actuators (followers) of a plurality of wheels in common. According to this idea, parts of the system or a part of the apparatus can be shared, so that the configuration of the system can be simplified. The general idea of sharing parts and the like is already known, for example, in Japanese Patent Laid-Open No. 60-185662.

However, in the case of a multi-axle trailer, the axle weight of a plurality of axles in the front-rear direction of the vehicle body fluctuates during braking. In consideration of this fluctuation of the axle load, the applicant provides the wheel for which the load during braking becomes lighter among a plurality of wheels when commonly controlling the pressures of all the followers for the wheels on different axles. A technique of interposing a proportional pressure reducing control valve between a driven device and an anti-skid control valve device has been previously proposed (Japanese Patent Application No. 3-352737). However, in the technology proposed earlier, whether the air from the main engine is anti-skid control or not (whether during anti-skid control or normal braking),
All are supplied to each follower via an anti-skid control valve arrangement. Therefore, due to the influence of the internal flow path resistance of the anti-skid control valve device, compared to the vehicle without the anti-skid device installed, air is supplied to the follower in response to the air supply of the main engine even during normal braking without anti-skid operation. There is a problem of being late. In particular, the larger the capacity of the follower, the larger the time lag before the start of the brake operation. As a method to solve this time lag problem, it is possible to interpose a relay valve between the anti-skid control valve device and the follower, but simply adding a relay valve would complicate the system configuration. Become.

[0004]

OBJECT OF THE INVENTION The object of the invention is to keep the construction of the brake system for a trailer similar to that of the previous proposal,
It is an object of the present invention to provide a technique capable of reducing the time lag of starting the brake operation.

[0005]

In the present invention, attention is paid to a proportional pressure reducing control valve interposed between an anti-skid control valve device and a follower, and in addition to the original proportional pressure reducing control function,
The function as a relay valve is also given. That is, the proportional pressure reducing control valve operates by receiving the output pressure of the antiskid control valve device as a command pressure, and proportionally reduces the pressure introduced from the main actuator side of the antiskid control valve device and supplies it to the follower. It is configured to do.

[0006]

DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 shows the basic construction of a brake system when the present invention is applied to a two-shaft semitrailer. In FIG. 1, a portion 10 surrounded by a chain double-dashed line is a vehicle body of a semitrailer. This vehicle body is provided with three couplers 11S, 11E and 12 for connecting to the tractor side (not shown). The two couplers 11S and 11E are hose couplers, one coupler 11S being the service line 13, and the other coupler 11E being the emergency line 1.
It is for 5 respectively. Also, the remaining coupler 1
Reference numeral 2 denotes an electric system coupler, which is connected to the electronic control unit 20 via a cord 16. Service line 1
3 and the emergency line 15 are connected to the corresponding ports of the relay emergency valve 25.
The relay emergency valve 25 first functions as a relay valve. When the signal pressure from the brake valve on the tractor side is applied to the valve 25 via the service line 13, the valve 25 supplies the air in the air reservoir 26 to the brake line 30 according to the signal pressure. Further, the relay emergency valve 25 is provided when the coupler 11E is removed or the emergency line 15 is damaged.
Functions as an emergency brake on the semi-trailer side.

The semi-trailer 10 includes a front shaft 41 and a rear shaft 4.
2 and 2 axles, and each axle has a pair of left and right wheels (or wheel groups) 41L, 41R; 42L, 42R. Then, for each wheel 41L, 41R; 42L, 42R,
Brake chambers 51L, 51R; 52 that are followers
L and 52R are provided. It goes without saying that each of these brake chambers 51L, 51R; 52L, 52R is supplied with brake pressure from the relay emergency valve 25 side via the brake line 30. The brake system belonging to the brake line 30 has two independent left and right.
It is a channel. The brake line 30 is a common line 30C extending from the relay emergency valve 25.
And two branch lines 30R and 30L branched from it
Consists of. On the respective branch lines 30R and 30L, there are the antiskid control valve devices 61R and 61L and the brake chambers 51L and 51R; 52L and 52R, respectively. Each anti-skid control valve device 61R, 61L,
A known solenoid valve device including a shutoff valve and a slack valve,
Based on a command from the electronic control unit 20 that constitutes the determination circuit, each brake chamber 51L, 51R; 52
The brake pressure of the branch lines 30R and 30L leading to L and 52R is controlled. In order to control the brake pressure in this way, it is necessary to monitor the rotation state of the left and right wheels. It uses a wheel speed sensor, but one for each left and right channel to simplify the system.
Two sensors 71R and 71L are provided. This embodiment is front-axis sensing, and the left and right wheels 41 on the front-axis 41 are
Sensors 71R and 71L are provided for R and 41L, respectively.

In the semi-trailer 10, the front shaft 41 and the rear shaft 42 have different axial loads or axial loads during braking, and the front shaft 41 is lighter than the rear shaft 42.
Therefore, the proportional pressure reducing control valves 80R and 80L are interposed between the brake chambers 51R and 51L for braking the wheels 41R and 41L on the front shaft 41 and the left and right anti-skid control valve devices 61R and 61L, respectively. ing. Known proportional pressure reducing control valves 80R and 80L can be used. For example, Japanese Patent Laid-Open No. 1-148
A limiting quick release valve as disclosed in Japanese Patent No. 650 may be used. The proportional pressure reducing control valves 80R and 80L reduce the pressure of the branch lines 30R and 30L at a predetermined ratio and apply the reduced brake pressure to the brake chambers 51R and 51L. Therefore, the wheel 41 on the front shaft 41 is set by setting so that the brake pressure that is reduced is supplied as much as the axle load becomes lighter during braking.
The brake pressure for R and 41L can be optimized. Further, to the wheels 42R, 42L on the rear shaft 42, it is possible to supply an appropriate brake pressure so that the brake pressure is not insufficient while considering the pressure reduction ratios of the proportional pressure reduction control valves 80R, 80L.

Proportional pressure reducing control valve 8 in the brake system
When the 0R (or 80L) is provided, it may be provided in the middle of the pipe, or, because some of the pipes may be omitted, it may be provided so as to be integrated with an adjacent device in terms of pipe connection. FIG. 2 shows a proportional pressure reducing control valve 80R.
It shows a case where is integrated with the anti-skid control valve device 61R. The anti-skid control valve device 61R is, for example, as disclosed in Japanese Patent Laid-Open No. 62-253554,
Since its internal structure is well known, detailed description thereof is omitted here. The anti-skid control valve device 61R is provided with two solenoid valve mechanisms, a holding valve and an exhaust valve (both not shown), in the housing 600, and can be switched into three modes of boosting (filling), holding, and depressurizing (relaxing). Replace The switching is performed by the electronic control unit 20, and the connector 610 for electrical connection with the unit 20 is located on the side portion of the housing 600. The housing 600 includes a relay emergency valve 25.
In addition to the inlet 620 connected to the side, the outlet 630 connected to the proportional pressure reducing control valve 80R side, the exhaust port 64 leading to the atmosphere.
There is 0. On the other hand, the limiting quick release valve which is the proportional pressure reducing control valve 80R is also disclosed in the above-mentioned JP-A-1-1.
As shown in Japanese Patent No. 48650, the internal structure itself is publicly known. The limiting quick release valve 80R includes a cylindrical valve body 810 inside a housing 800.
And a stepped plunger 820, and an exhaust valve 811 is provided between the lower end of the stepped plunger 820 and the upper end of the valve element 810, and is concentric with the exhaust valve 811, and a supply valve 812 is provided on the outer peripheral portion of the exhaust valve 811. It is configured. Then, when traveling on a slippery road surface, the exhaust valve 811 is closed and the supply valve 812 is opened, so that the stepped plunger 82 is opened.
It functions to reduce the pressure in the first chamber 821 on the outer periphery of the valve body 810 in comparison with the pressure in the second chamber 822 above the stepped plunger 820 in accordance with the ratio of the pressure receiving area of 0.
In the housing 800 of the limiting quick release valve 80R, the first outlet 831 to be connected to the follower (brake chamber 51R) whose axial load is lighter during braking, and the follower whose axial load is greater during braking ( A second outlet 832 to be connected to the brake chamber 52R),
There is an exhaust port 840 that communicates with the atmosphere. The stepped shoulder portion of the stepped plunger 820 is constantly connected to the exhaust chamber 840, that is, the atmosphere through the passage 890 in the housing 800.

In this limiting quick release valve 80R, the first chamber 821 is at the first outlet 831,
Further, the second chamber 822 communicates with the second outlet 832, respectively, but in view of the relationship with the antiskid control valve device 61R, the second chamber 822 and the second outlet 832 are connected to the outlet 6
I have to call 30. In this example, T
This is made possible by using a bolt member 900 having a V-shaped inlet passage 910 formed therein. That is,
A bolt through hole 850 penetrating laterally is provided in the housing 800 on the limiting quick release valve 80R side, and the opening of the bolt through hole 850 faces the outlet 630 of the housing 600 on the anti-skid control valve device 61R side. There is. Therefore, the housing 800 on the limiting quick release valve 80R side
The rib 880 of the anti-skid control valve device 61R is tightened together with the rib 680 of the housing 600 on the anti-skid control valve device 61R side, and the bolt member 900 is passed through the bolt through hole 850 so that the outlet 6 of the anti-skid control valve device 61R side
Put a sealing member 930 such as a gasket in the portion of 30,
The limiting quick release valve 80R and the anti-skid control valve device 61R can be integrally connected. Inlet passage 91 in bolt member 900 for coupling
Since there is 0, the integration of the two valve devices and the piping can be performed at the same time.

As described above, the limiting quick release valve 80R, which is a proportional pressure reducing control valve, of course has its own proportional pressure reducing function, but not only its function but also a function as a relay valve. Also has. The proportional pressure reducing control valve 80R as a relay valve is
The second chamber 822 above the stepped plunger 820 is the control chamber. The control room 822 has an anti-skid control valve device 61.
Since the output pressure from R is received, the output pressure becomes the command pressure of the relay valve. When the stepped plunger 820 is lowered and the supply valve 812 is opened according to the command pressure, the relay valve causes the air pressure corresponding to the command pressure to be directly supplied from the air reservoir 26 side, that is, via the anti-skid control valve device 61R. Will be supplied directly without. One end of the pipe 1000 connected to the air reservoir 26 side has a valve body 810.
The first end is open to the first chamber 821 at the outer periphery of the relay emergency valve 25, and the other end can be connected between the air reservoir 26 and the relay emergency valve 25 as shown in the figure, or the relay emergency valve 25 can be connected. And the antiskid control valve device 61R. According to the former connection configuration, the first chamber 82 on the outer periphery of the valve body 810 is
Since the air reservoir pressure can always be applied to 1, it is more preferable in terms of brake response. When the command pressure for the upper part of the stepped plunger 820 is released, the stepped plunger 820 rises, the supply valve 812 is closed accordingly, and the exhaust valve 811 is opened to exhaust the air pressure.

Further, in the embodiment shown in the drawing, the case of front axis sensing is shown, in which the left and right are independent of each other. However, in the case of rear axis sensing as well, one channel in which the left and right are common. The present invention can be applied to the type of. Further, the present invention can be applied not only to a 2-axle semi-trailer but also to a 3-axle or 4-axle full trailer.

[0013]

According to the present invention, the anti-skid control valve devices 61R and 61L and the specific brake actuator (follower) 5
Proportional pressure reducing control valve 80R, which is interposed between 1R and 51L,
Since 80L is designed to have not only the original proportional pressure reduction control function but also the function as a relay valve,
Appropriate braking force can be applied to each wheel during anti-skid control, and the time lag for starting the brake operation can be effectively reduced without complicating the system configuration.

[Brief description of drawings]

FIG. 1 is a diagram showing an embodiment of a brake system according to the present invention.

FIG. 2 is a piping diagram of essential parts including a cross-sectional structure of a proportional pressure reducing control valve.

[Explanation of symbols]

20 electronic control unit (discrimination circuit) 25 relay emergency valve (main engine) 26 air reservoir 41L, 41R; 42L, 42R wheels 51L, 51R; 52L, 52R brake chamber (follower) 61R, 61L anti-skid control valve device 71R , 71L sensor 80R, 80L proportional pressure reducing control valve

Claims (1)

[Claims] 1. A main engine for sending the pressure of an air reservoir as a brake pressure according to a driver's operation, and a plurality of followers for respectively applying a brake to wheels arranged in a front-rear direction of a vehicle body, These followers are connected to the main drive through one brake system, and in the one brake system, from the main drive based on a command from a determination circuit that monitors and determines the rotation state of the wheels. An anti-skid control valve device for adjusting the pressure of all of the followers in common, a part of the plurality of followers is directly connected to the anti-skid control valve device, and the remaining followers are In a brake system for a multi-axle trailer, in which the proportional pressure reducing control valve is connected to the antiskid control valve device via a proportional pressure reducing control valve, For a multi-axle trailer configured to operate by receiving the output pressure of the device as a command pressure, and proportionally reduce the pressure introduced from the main actuator side with respect to the anti-skid control valve device and supply it to the follower. Brake system.